VW ID 7 review: a compelling take on what a warmed-up EV can be

When the GTX badge was launched by Volkswagen in 2021, it was tipped as an electric equivalent of – and eventual successor to – the GTI line. But it has suffered by comparison: adding power and straight-line speed is easy on EVs and doesn't make for an everyday performance hero. Now, with new management in Wolfsburg committed to GTI, it's GTX that's being phased out. Some irony, then, that the Volkswagen ID 7 GTX showcases exactly what the badge could stand for: a compelling take on what a warmed-up VW EV can be, with a distinct nod towards grand tourers and a different feel to GTI cars.
It helps that this new model has an excellent base to work from: in entry-level Pro form, the Vokswagen ID 7 was named Autocar's Best Saloon of 2024 and the best in a competitive class that also includes the Tesla Model 3. It's a refined, understated and well-rounded car, a better base to create a GTX model from than the earlier ID 4 and ID 5 SUVs.
So is the ID 7 GTX a true electric performance car or, as is often the car with hot EVs, would you be better off sticking to the base model?
Verdict
Good
Effortless performance
Strong driving dynamics, even if it's no pure driver's car
Subtle but notable GTX styling cues
Bad
It's not a true driver's car in the spirit of the GTI brand
Extra performance means range takes a hit
Quite a price rise from lower versions of the ID 7
Pros
Dual motor set-up adds plenty of performance
GTX styling elements are subtle but notable
Modifications for GTX model extend beyond adding power
Cons
Extra motor does come at the expense of range
GTX upgrades are subtle, so this isn't a full-on performance car
The ID 7 GTX features a four-wheel-drive powertrain. At the rear is the same 282bhp Volkswagen Group APP550 permanent magnet synchronous electric motor as in the standard Pro and Pro S versions. That's twinned with a new 107bhp asynchronous motor (designated AKA150) mounted on the front axle.
The rear motor is the primary drive unit, with the front one called upon when needed. If you were wondering, Volkswagen chose to use an asynchronous unit on the front axle because it claims this is more efficient when not being called upon to provide power.
Despite the two motors offering 282bhp and 107bhp respectively, total system output is capped at 335bhp. That's 53bhp more than the standard version of the ID 7 but significantly down on the 460bhp Tesla Model 3 Performance.
Crucially, the modifications made for this GTX model extend beyond simply adding more power than you could sensibly enjoy. The progressive steering has been tuned to offer more feel, with the electronic differential lock system also reworked. There has also been extensive work to broaden the variance in dynamics enabled by the Dynamic Chassis Control (fitted as standard in the UK). Notably, Volkswagen engineers say the big advances have come from developments of the system software.
The other big technical change is in the battery: the 77kWh pack used in the Pro model has been switched for an 86kWh one (also found in the long-range Pro S). It's a different design, with the pack containing 13 cell modules instead of 12. It means that in saloon form, the GTX offers a range of 364 miles.
The exterior styling changes that mark out the GTX from standard versions of the ID 7 are subtle but notable.
There's a new front bumper design exclusive to the performance line, along with revamped daytime running lights and a gloss-black front air intake. The bumper is aerodynamically styled to aid efficiency, while the front-end design now features a light-up VW logo as standard.
At the rear, there's a bespoke horizontal light strip (the rear VW badge illuminates as well) and customisable 3D-effect LED clusters.
On the saloon version, the lower area of the rear bumper features a honeycomb grille pattern and there's a notable diffuser.
The GTX sits on 20in wheels as standard, with 21in versions available as an option. There are also custom GTX wheel rim designs.
The GTX is also offered in Tourer estate form, which has an identical footprint and wheelbase to the saloon version but a bulkier rear end to accommodate a usefully larger boot.
The two machines are visually identical at the front and share identical mechanicals, but because of the greater surface area, the Tourer has a reduced – but still substantial – range of 357 miles.
Pros
Maintains all the strengths of the regular ID 7
Excellent low-slung saloon driving position
Cons
GTX styling elements are somewhat subtle
Almost every control is touchscreen-based
The interior of the ID 7 GTX will be familiar to anyone who has sat in a regular ID 7. Although since this is a performance version, there are, of course, a range of styling upgrades designed to convey a dash of dynamism.
The custom Ergoactive front seats features a GTX-specific design, featuring a covering of a special microfibre material. There are also red decorative elements and GTX logos etched into the backrests. The steering wheel and other systems also feature red stitching elements.
Elsewhere, things are essentially the same as the regular ID 7, so there's a small digital cockpit with many of the displays moved to a large head-up display. Notably, Volkswagen has continued to work on the system, and so it can now display directions from Apple CarPlay and Android Auto.
The 15in infotainment touchscreen also remains, and many of the key controls of the car have been shifted to it. But as you can read in our main ID 7 review, everything is well laid-out and relatively easy to use.
Essentially, this is a car designed for long-distance driving, and the interior supports that purpose. It feels plush and premium without being overly fussy, and the low-slung driving position is excellent – enough to remind you why there should always be a place for saloons in this age of SUVs.
Pros
Effortless performance with plenty of power
Smooth and consistent acceleration has a nice linear feel
Cons
Some rivals offer more power and better acceleration (not that you need it)
Lack of bite from the brake pedal dents your confidence
Under heavy acceleration, the GTX feels as quick as its claimed 0-62mph time of 5.4sec suggests – and unlike in many hot electric saloons or estates, enjoyment doesn't come only in a straight line.
While it wants for power compared to rivals such as the Model 3 Performance, you would be very unlikely to notice unless you actually took them to a track for a drag race. In the real world, there's more than enough pace.
It's very usable, too. You get a big whack of power when you step on the accelerator, but it never feels uneven, and even under heavy loads the power is well-modulated. And if you need extra power while at speed, the ID 7 GTX will never be lacking for response.
Because the car favours its rear wheels, it maintains a touch of rear-drive bias. This means you can have some fun on a British country road, with it feeling responsive.
Mind you, much of the above can also apply to the single-motor Pro and Pro S models, and while they don't offer the same level of ultimate performance, you would be hard-pressed to really exploit the difference in everyday driving.
Our one big criticism with regards to driving the GTX quickly is the feel of the brake pedal, or rather the lack thereof. Incredibly light, it brought to mind old cars whose brakes had faded, denting my confidence to push on.
Pros
Notably refined ride, especially given the car's heavy weight
Offers more driver engagement than many electric saloons
Retuned DCC system offers increased range between driving modes
Cons
It's not a huge step up from standard ID 7 models
The steering of the GTX doesn't offer hot hatch levels of engagement, but it's direct and responsive. To Volkswagen's credit, it isn't hammed up with extra weight or springiness to give a false impression of sportiness – a trap that makers of many warmed-up models have fallen into.
The car maintains its composure along fast, flowing roads, even when riding on big 21in wheels. It has an agility that belies its considerable 2328kg weight (which, by way of comparison it, makes it just 58kg lighter than the latest Volkswagen California camper van).
The Dynamic Chassis Control (DCC) system has been tuned to offer a wider margin between the various driving modes, yet even in Sport the GTX has strong ride quality and maintains its composure well.
The dynamic management system works away in the background, calculating things like how much power to draw from each motor. It can also take more regen from the front motor in order to help the car turn in.
While the GTX offers a level of engagement that many hot EVs lack, it's not an outright driver's car. It's an engaging GT that has plenty of appeal in the form of an executive saloon.
Again, a caveat would be that more standard ID 7 models run it closer. The GTX feels marginally sharper and more responsive, but it's not like the Pro and Pro S are dynamic slouches.
Instead of feeling like a true performance variant, such as the Golf GTI, this ultimately feels like a warmed-up range-topper for the regular ID 7 line-up.
Pros
Ability to charge at speeds of up to 200kW is welcome
Most of the kit you will want is included as standard
Official range of 364 miles is impressive
Cons
The ID 7 Pro S offers substantially more range
The GTX is quite a price hike from the rest of the ID 7 range
The GTX's 86kWh battery gives the saloon an official range of 364 miles and the estate a marginally inferior 357 miles. That's quite impressive in bare statistics, but in single-motor Pro S form, the ID 7 will achieve up to 440 miles.
Our experience suggests you should be able to achieve close to 300 miles in the real world – although doing so will obviously require you not exploiting the full potential of the powertrain.
The new battery also allows for faster charging, so you can top up the GTX at speeds of up to 200kW.
In the UK, the GTX is priced from £59,025, which is a substantial step up from the £51,005 for entry-level Pro and £54,490 for the Pro S, which shares the new 86kWh battery.
You can add about £750 to each of those prices if you want an estate body instead of a saloon one.
The GTX is at least well equipped for the outlay: standard equipment includes the adaptive chassis control, adaptive cruise control, a Harman Kardon sound system, an auto-dimming rear view mirror, 30-colour ambient lighting and the augmented reality head-up display.
An efficiency-boosting heat pump was originally a £1050 option in the UK, but since 2025 one has featured as standard.
Verdict
Good
Effortless performance
Strong driving dynamics, even if it's no pure driver's car
Subtle but notable GTX styling cues
Bad
It's not a true driver's car in the spirit of the GTI brand
Extra performance means range takes a hit
Quite a price rise from lower versions of the ID 7
Overall, the GTX is a fast, refined and compelling package – and a far more rounded electric performance car than many of its rivals.
It showcases what the GTX badge can be: a family EV with a welcome dash of added performance and dynamism. Volkswagen has taken an already excellent car and added further dashes of power, engagement and comfort.
But there is a catch, and it's one that is familiar with performance EVs: if were were looking to buy an ID 7, we would be tempted to shop lower down the line-up. In its single-motor Pro and Pro S forms, the ID 7 is still enjoyable to drive, plenty fast enough for the real world and up to £10,000 cheaper. While the GTX makes a reasonable case for itself, the Pro S is almost as well equipped and offers 65 miles of extra range.
That said, if you like the idea of a warmed-up electric Volkswagen that can be a practical, long-range family hauler and do a good impression of a super-saloon, there's much to like here.
Model tested:
Volkswagen ID 7 GTX
Electric motor/s:
1 x permanent maget synchronous (rear), 1 x asynchronous (front)
Drive battery:
Lithium-ion, NMC
Driveline layout:
Twin-motor; all-wheel-drive
Model tested
Volkswagen ID 7 GTX
View all specs and rivals
Electric motor/s
1 x permanent maget synchronous (rear), 1 x asynchronous (front)
Drive battery
Lithium-ion, NMC
Driveline layout
Twin-motor; all-wheel-drive
Battery size
86kWh (usable)
Energy efficiency
3.8mpkWh
Rivals BMW i4 Tesla Model 3
Battery size
86kWh (usable)
Energy efficiency
3.8mpkWh
Rivals BMW i4 Tesla Model 3

Try Our AI Features

Explore what Daily8 AI can do for you:

Learn with AIFact CheckingText to SpeechAI Summary

Related Articles

Telegraph

3 hours ago

• Telegraph

EU rules that push up car insurance to be scrapped in Brexit bonus

EU rules that force law-abiding British motorists to stump up for compensation claims made by uninsured drivers will be scrapped by ministers. Heidi Alexander, the Transport Secretary, will use Brexit powers to rip up the Brussels regulations and return to a 'common-sense' approach. The UK was forced to apply the law by Eurocrats, despite ministers branding it 'morally questionable' and warning it rewarded criminal behaviour. Car insurance firms pay into a pot, known as the fund of last resort, which pays out to drivers who have been hit by an uninsured or unidentified driver. The cash pot means that, where costs cannot be reclaimed from the driver at fault, victims of crashes are still compensated for damage to their vehicle. Originally, the fund was not open to claims from uninsured drivers, but in 2017, ministers were warned that their exclusion was illegal under EU rules. As a result, the Government said it 'had no choice' but to change the law or run the risk of facing limitless daily fines from the EU Commission. Since then, uninsured drivers who are either hit by another uninsured motorist or involved in a hit-and-run have been eligible for compensation. The money for the fund of last resort is raised by a levy on insurance firms, which pass the cost onto their customers in higher premiums. A Government source told The Telegraph: 'We are reintroducing the exclusion of property damage compensation for uninsured drivers. 'Uninsured drivers should not be able to benefit in the same way as those driving lawfully. 'The Transport Secretary will restore this common-sense agreement because this Labour government is tackling criminal behaviour and backing all road users to the hilt.' Plans to repeal the EU law were drawn up by the last Tory government, which launched a consultation just before Rishi Sunak called the general election. At the time, Guy Opperman, the then roads minister, said the EU rule was 'morally questionable at best, and a cost carried by all legal motorists'. 'When we were members of the European Union, we were obliged to allow this. Now we have left, we can determine our own course of action,' he said. It has now been picked up by Labour, which will introduce the change. The feedback showed there was 'overwhelming support' for changing the rules to demonstrate that 'uninsured driving is unacceptable'. 'The vast majority of law-abiding motorists pay for claims from uninsured drivers for property damage through their motor insurance premiums,' the Government said. 'Removing this right for uninsured drivers demonstrates that the government is focused on tackling criminal behaviour and sensitive to regulations that impact negatively on the general public. 'It will send a message that uninsured drivers should not benefit from being compensated by the fund of last resort for property damage.' The Motor Insurers' Bureau, which oversees the fund of last resort, said it had been 'working closely' with ministers to reintroduce the exclusion. 'This will ensure uninsured drivers aren't able to claim compensation for property damage following collisions involving other uninsured or hit-and-run drivers,' it said. 'Uninsured drivers are not just breaking the law, but they make roads more dangerous and increase the cost of motor insurance for the honest majority.' The change can be introduced quickly because it does not require new legislation. Instead, the requirement to compensate uninsured drivers can be removed by amending agreements between Ms Alexander and the MIB.

The Sun

3 hours ago

• The Sun

Iconic compact convertible hinted at return after 20 years away – and could compete with the Mazda MX-5

DROP TOP Introduced back in 2003, it was widely respected for its balanced mid-engined layout - but it's production run ended just two years later AN ICONIC convertible could be returning to the road - some 20 years after it was discontinued. Better yet, the compact roadster might produce some fair competition for the world's most popular little convertible, the Mazda MX-5. 6 6 6 According to Auto Express, Smart has left the door open for the return of the Smart Roadster - with the brand preparing a successor for its famous ForTwo city car. Indeed, back in March, we reported on how the much-loved ForTwo - the quintessential 'park anywhere' city car of the noughties - is being considered for a comeback in the coming years after being pulled from the market last year. That could spell good news for the Roadster model too, a two-door, two-seater convertible that was Smart's sports car offering at the time. Introduced back in 2003, it was widely respected for its balanced mid-engined layout - with iconic F1 designer Gordon Murray a famous fan who used the Roadster as his daily driver. The model was ultimately discontinued in November 2005, with just over 43,000 units produced. In a recent interview, Smart UK CEO Jason Allbutt talked fondly about the Roadster, saying: 'We used to have one of those in the family, and [it was] particularly good fun. 'For a country that has more rain than probably any other European market, we are lovers of coupés and roadsters. 'So yes, I could see a possibility for such a car in the UK.' Allbutt did however reiterate that nothing is concrete and that the brand currently focussed on the launch of its biggest model yet - the all-new Smart #5 SUV - with an electric family hatchback called Smart #6 to follow. ELECTRIC FEEL As the industry continues to transition into electric power, several marques are lining up all-electric sports cars to replace their ICE counterparts. New Nissan Leaf tested - it's bigger, better and goes further An electric version of the universally acclaimed Alpine A110 is already in the pipeline, while Porsche is rumoured to be lining up some kind of Boxster/Cayman EV. Meanwhile, Lotus are waiting for battery tech to catch up - especially in terms of weight - before drawing up an exciting electric sequel to the Elise. Even the aforementioned MX-5 is being earmarked for an electric replacement in the coming years. But according to Auto Express, Allbutt appears to have reservations about whether petrolheads are ready to embrace electric convertibles. Smart Roadster history First introduced in 2002 43,091 produced between August 2002 and November 2005 Produced in Hambach, France Created following Smart's "reduce to the max" philosophy Coupe and Roadster introduced in 2002 were designed to be reminiscent of classic British roadsters like the Triumph Spitfire and MG B Roadster was powered by a 45 or 60kW version of the turbocharged 698cc 3-cylinder Suprex engine in the rear Roadster Coupe had the more powerful 60kW option only Car weighed as little as 790kg - creating the emotion of driving a sports car at an affordable cost Awarded Fun Car Of The Year by Top Gear in 2005 He said: 'I think a lot of people that drive these cars historically have been traditional car enthusiasts. 'Part of the joy of having the roof down, in case you have less hair to be ruffled nowadays, is also to hear the sound of the engine. 'Maybe there's a new audience that would be looking at [an electric roadster] in a different way. I'm not quite sure yet as to who the buyers of that car really are. 'It's too early to tell right now, but we'll see.' 6 6

Times

6 hours ago

• Times

Will a chatbot give me a job? I put AI recruitment to the test

The pot plant on the filing cabinet behind my interviewer's head needs water. Its curling leaves distract me as the floppy-haired recruiter in a crumpled black polo shirt poses his next question: 'In the role of tax consultant at McKinsey, balancing technical expertise with interpersonal skills enhances client relationships. Can you share an example of how your organisational skills and multitasking have benefited a specific task?' I gabble through my recent work organising a large charity auction in my spare time, while juggling work deadlines and three busy children. The interviewer nods, looking impressed. 'It's fantastic that you bring those soft skills to the table.' The grilling goes well until I hit some actual tax questions and stumble. My two decades in business journalism will not, it's clear, secure me a role as one of McKinsey's newest tax consultants. But thousands of words of post-interview feedback arrive seconds later, and they are gently encouraging. 'You demonstrated your ability to mobilise resources and engage others … but need to practise emphasising how your unique abilities will benefit the company.' Impressive — since the whole recruitment process was carried out by robots. For £70 a month, website Final Round AI offers mock interviews with a human-like chatbot. Its questions are honed to any job listing you provide plus your CV. McKinsey had no involvement with the process, but one of its applicants might well have practised here first. The CV I used was concocted by AIApply, which also makes cover letters specific to the demands of any job posting. A monthly subscription costs £23. Before interviews, it provided a list of likely questions alongside what it deemed perfect answers. No need to learn them, though; for £29.99 a month the Interview Buddy app offers 'real-time assistance during job interviews, helping you answer questions confidently'. Using this app during my mock video interview, it perfectly detects questions and rapidly bashes out uninspiring but detailed and accurate responses. Propping up my phone next to my webcam, I can easily reel off these AI responses to the, er, AI recruiter's questions: This may sound outlandish, but it's happening: TikTok hosts thousands of videos of candidates undertaking real interviews while using ChatGPT-fed answers. Human resources might need to be redefined as inhuman resources: hiring work often pits employers' AI systems against candidates' AI-generated responses. Amid the frenzied talk about how AI is going to transform our working lives, in recruitment, it already has. More than two-thirds of HR professionals use AI at work in the UK, according to research by tech firm The Access Group. That's far higher than in the EU, where it's only 38 per cent of firms, according to European tech firm SD Worx. Anyone who hasn't applied for a job in five years will find being hired is an entirely new process. Applicant tracking systems (ATS) now scan and rank CVs and cover letters based on the inclusion of set keywords to whittle down the number of candidates, meaning a human may never see the majority of CVs sent in for a role. Those who make it through may then face 'asynchronous video interviews', where candidates are filmed answering written questions that flash up like a PowerPoint presentation, before AI systems assess their answers, or chatbot-led interviews, like mine. Recruiters have the upper hand: the number of job vacancies in the UK has dropped from 1.3 million in 2022, to just 761,000 in the three months to April. The concurrent adoption of AI by employers and applicants has created a race to the bottom. Firms are receiving an influx of thousands of chatbot-generated applications, while candidates report feeling dehumanised by the process. 'It was awful,' communications manager Laura Andrews said of a recent AI-led job application for a UK water utility. 'After an automated email saying I had been shortlisted, I had a video interview with a slideshow of questions listed on screen. It was really strange not having any kind of response from an interviewer to know how it was going. Without human interaction, my personality didn't show, and I think for neurodivergent people, it would be very hard.' Weeks later, Andrews still hadn't heard back. 'I was ghosted, which is usual with roles now,' she added. 'I applied for more than 100 jobs in three months, and 80 per cent of the time I heard nothing at all. 'I couldn't contact the interviewer, as they didn't exist. When I chased with the recruiter, I was told it was a 'system error'. That's the flavour of the job search now: being AI-led, companies don't seem to care about candidates. The lack of feedback or even acknowledgement of applications that take hours to tailor felt isolating.' This is a common complaint, according to Amelia Miller, whose start-up, Ivee, helps women return to work after a career break. 'Recruitment used to be a human process. Now, jobseekers are up against AI algorithms. The current market isn't sustainable. Recruitment teams are drowning in job applications with features like LinkedIn's 'easy apply' [which allows candidates to submit their CV in just a few clicks], along with hundreds of emails and messages. I believe this will lead to the death of the job application,' she said. In the US, some recruiters have already moved to 'agentic AI', relying on bots to handle the admin of organising job interviews. But while some claim that AI's transformation of the job search removes human bias, others say it embeds it. University of Washington research used real CVs but varied names associated with white and black jobseekers into AI recruitment systems, and found AI favoured the white-associated names 85 per cent of the time. Female-associated names were picked only 11 per cent of the time. 'If we're not careful, AI will just automate discrimination at scale,' Miller added. Khyati Sundaram, chief executive of the ATS firm Applied, added: 'AI interviewers trained on datasets dominated by American speakers, for example, can be biased against candidates with different accents, non-native English speakers or individuals with disabilities that affect their speech. 'When assessing candidates' facial expressions, eye movement, hand gestures and tone of voice, biased bots can also favour those with a neurotypical communication style. Candidates who communicate differently can be ruled out of the running, regardless of [their] skills… reinforcing existing workforce inequalities.' Not all candidates despise the changes, however. Rachel, a jobseeker who did not want her surname published, said ChatGPT and its rival, Claude, were 'huge timesavers.' 'I used them to refine cover letters, tailor them to job descriptions, and insert the right keywords,' she said. 'Recruiters are using AI, so I need to speak their language to pass the screenings. ChatGPT stripped out my personal attachment to my CV and showed me what was key and what was fluff, and what recruiters would ask me. It takes the legwork out of applications.' To those returning to the job market after a long time, the recruitment landscape will 'feel very alien,' Miller acknowledged. 'The best thing you can do is learn how to use AI. Avoid applying for jobs on inundated sites such as LinkedIn and Indeed, and turn towards company websites and niche job boards to lessen the competition. Focus on building your network: ask for warm introductions and leverage the human element of recruitment as much as you can.' The job market is being taken over by algorithms, but for now, the human touch still opens some doors. 'The market's more competitive than ever and the sheer number of tools and platforms can feel overwhelming,' says Kevin Fitzgerald, UK managing director of recruiter Employment Hero. 'Your CV has to be AI-literate.' Here are his tips on how to get it right: Match the job description: Use the exact keywords and phrases from the job ad, especially for skills, tools and job titles. Keep formatting simple: Stick to clean layouts. Avoid graphics, columns etc, as they can confuse Applicant Tracking Software. Stick to Word or PDF. Use specific, hard skills: List tools or certifications relevant to the role such as Xero, Python, CRM management. Quantify your achievements: Add real numbers where possible such as 'cut costs by 15 per cent' or 'trained five new hires'. Avoid generic buzzwords: Terms such as 'motivated' or 'team player' don't help. Use language that's specific and meaningful. Tailor your CV every time: Make slight edits for each application. Use AI tools but edit carefully: ChatGPT and other AI tools can help draft or refine your CV, but always review for tone, accuracy and clarity. It should still sound like you.