Volkswagen ID 7 GTX review

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Hot version of talented saloon EV is intended to be not just rapid but also engaging

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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. Three years later, with new management in Wolfsburg committed to GTI, it’s GTX that’s set to eventually be phased out.

Some irony, then, that this new 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 for the 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 Volkswagen 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?

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DESIGN & STYLING

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vw id7 gtx review 2024 02 rear tracking

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 370 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, 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 (and fitted to our test car). 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 363 miles.

INTERIOR

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vw id7 gtx review 2024 11 driving

The interior of the ID 7 GTX will be familiar to anyone who has sat in a regular version of the saloon. 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. 

ENGINES & PERFORMANCE

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vw id7 gtx review 2024 20 performance

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, 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.

Our only caveat might be that 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.

RIDE & HANDLING

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vw id7 gtx review 2024 21 scenic

he steering of the GTX doesn’t offer hot hatch levels of engagement, but it’s direct and responsive, and the car maintains composure along fast, flowing roads, even 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) 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, one 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. 

MPG & RUNNING COSTS

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vw id7 gtx review 2024 01 front tracking

The GTX's new 86kWh battery gives the saloon an official range of 370 miles and the estate a marginally inferior 363 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 initial test drive in Sweden wasn't long enough to draw firm conclusions about the GTX's real-world efficiency, but it came commendably close to the official figure.

That suggests that 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 will be priced from £61,980, with is a substantial step up from the £51,550 for entry-level Pro and £55,450 for the Pro S, which shares the new 86kWh battery.

It 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.

It remains a little disappointing that an EV focused on range doesn't come with a heat pump as standard in the UK (it's a £1050 option). 

Other options include the £1100 exterior styling pack, which includes an electronically darkening panoramic sunroof.

VERDICT

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Overall, the GTX is a fast, refined and compelling package – and a far more rounded electric performance saloon 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 £55,540 Pro S is almost as well equipped and offers 70 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.

James Attwood

James Attwood, digital editor
Title: Acting magazine editor

James is Autocar's acting magazine editor. Having served in that role since June 2023, he is in charge of the day-to-day running of the world's oldest car magazine, and regularly interviews some of the biggest names in the industry to secure news and features, such as his world exclusive look into production of Volkswagen currywurst. Really.

Before first joining Autocar in 2017, James spent more than a decade in motorsport journalist, working on Autosport, autosport.com, F1 Racing and Motorsport News, covering everything from club rallying to top-level international events. He also spent 18 months running Move Electric, Haymarket's e-mobility title, where he developed knowledge of the e-bike and e-scooter markets.