Volkswagen ID.7 2024 Review | First Drive

Volkswagen’s ingress into the world of bespoke EVs hasn’t been easy. The ID. family has in its short time on the market expanded rapidly with commensurate growing pains. The ID.3, the car that started it all, has already been updated with revised styling, better ergonomics, more dependable digital interfaces and improved quality in response to stern critical and customer feedback.

An even bigger course correction addressing all those issues while developing a stronger visual identity it seems will culminate in the production version of the awesome ID2.all concept. The biggest step on that road thus far though, at least in terms of cars we’re not waiting until 2025 before we can buy, is the ID.7.

This is Volkswagen’s flagship ID. product and it’s here to do a couple of things. First, it’s the first ID. car that has, throughout its conception, had revisions based on customer demands baked in from the beginning. Being a flagship, this is a showcase of performance, technology and quality. The second thing? Just as the Taycan was Porsche setting its sights squarely at the Tesla Model S, so too is the ID.7 here to meet the challenge of the Tesla Model 3, as well as be a worthy alternative to both the BMW i4 and i5, Hyundai Ioniq 6 and Polestar 2.

In terms of design the ID.7 is relatively inoffensive, though its pursuit of what is a very impressive 0.23 drag coefficient has to our eyes taken a little bit too much ‘three-box’ out of this saloon. It takes evident advantage of not having an engine, with a relatively short bonnet area and rearwards of that it’s a much more slippery amorphous shape than even the Tesla. A ‘flagship’ though it is, this is not a confident four-door coupe like the Arteon or a broad-shouldered luxury limo like the Phaeton.

That’s not to say it’s ugly. As above, you could sum up the ID.7 as inoffensive but you can see why the plan is to give the ID.2 a bit more identity, such that you could cover the badge and still know it's a VW. By contrast, cover the badge of the ID.7 and it could be a generic unlicensed video game traffic car. When wading into battle with the Model 3 – which trades more heavily on image than we perhaps think – the Polestar 2, BMW’s i-badged saloons and the quirky Hyundai Ioniq 6, the ID.7 should have been gilded with a bit more personality.

The ID.7 is launching initially with a 77kWh battery powering a new AP550 286PS (210kW) electric motor, which is more efficient and more powerful. A twin-motor GTX is on the way, as is a ‘ProS’ option for a larger battery, which should deliver some 435 miles of range.

Does the ID.7 need more power? Not at all. The delivery of this car’s performance is so well-judged, with ample shove at all speeds. It feels so much more powerful than that 286PS would suggest, thanks to its instant and unwavering delivery. Some EVs will ‘let up’ after 60mph but the ID.7 pulls hard way beyond thanks to its 545Nm (407lb ft) of instant torque. 

From an efficiency standpoint, we found the WLTP figures to be a bit ambitious. No one is getting 380 miles out of this thing unless they’re trundling around a city. Mixed driving without any effort paid to preserving range meant our ID.7 used an indicated 50 miles of range in covering 35 miles, when starting from an indicated 305 miles of range. We reckon with good behaviour in nice weather, 280 miles isn’t unreasonable. The ID.7 will charge at up to 175kW, loading the battery from 10 to 80 percent in about 30 minutes

If the powertrain is brilliant, the dynamics are a little confusing. This is a rear-drive saloon but it’s not a sports saloon, make no mistake. Between the steering and chassis, there’s something of a disconnected feeling between the front and rear, so don’t think VW has accidentally delivered the next great drift missile. In short, the Polestar 2 and BMW i4 and i5 are likely better steers.

Happily, the ID.7 is very good at just being a car, with a decent view out, a comfortable ride and decent body control. The steering is inert but correctly ratioed and refinement is good. That slippery shape while a little dull to look at means it glides through the air with grace and decorum. I’d actually hazard to say it’s a nicer thing across ground than the Hyundai Ioniq 6.

Worth mentioning too are how well calibrated the automated safety systems are. From the AEB to the lane keep assist, what ranges from an irritant to just downright dangerous in some other cars is nicely subtle in the ID.7.

The brakes on the other hand, I am just flat out not happy with. It’s definitely a calibration thing but the amount of dead air in the pedal travel says little other than ‘air in the system’ to me. You are deep into the travel bringing it to a stop in a way that you’d find worrying in any other car.

It’s inside the ID.7 that VW’s taken strides ahead. Quality all around feels back up towards the VW we miss from just a few years ago, while space and comfort is superb. The driving position, while better than that of the Ioniq 6, does still feel a bit high – a symptom of everything sitting atop the battery.

That also manifests in the rear, where the incredible legroom isn’t even close to being matched by the headroom, with the tapering rear end drooping into the cabin space. This will likely be remedied in the Touring version due later this year.

Happily, even the saloon has an absolutely cavernous boot, with 532 litres of space accessable through a hatch with a huge loading aperture. So not only is it 100 litres up on the Hyundai Ioniq 6, access to that space is so much better. Likewise the Tesla Model 3 and rivals from BMW. Although the Polestar 2 has a decent hatch, it still has less space than the VW. 

As above, the view out of the ID.7 is excellent – a positive of the higher driving position as well as a healthy-sized glasshouse – giving you confidence in placing the car on the road. For something that’s longer than an Arteon there’s a nicely compact feel.

Of course, much of the interior experience is driven by technology. If you’d rather buttons than pixels this still won’t appeal, but the new 15-inch touchscreen with its heavily-revised user interface is really very good. Intuitive, responsive, crisp – it’s every bit the UX course correction all who are familiar with the original ID.3 could have hoped for. 

The driver’s display is a small screen visible through the steering wheel which shows speed and how much power is being used or recovered. Happily, this really rather minimal panel is heavily augmented by VW’s latest head-up display which is moving really into semi-augmented reality territory. When navigating you see arrows depicting direction and how close your next turn is. Likewise the confines of the road are shown in lines. All this accompanies your speed as well as what the local speed limit is. Like the infotainment, clear, crisp and well-resolved.

ID Assistant is VW’s more sophisticated voice controller set to have ChatGPT tech baked in. While I didn’t exactly engage in a scholarly debate on my test drive, being able to say “hey ID, my hands are cold”, instead of having to use the wheel control was a pleasant novelty.

One that wouldn’t be so appreciated if the wheel controls had returned to buttons like we’d all hoped. Alas, it’s still haptics on a rocker, so yes, you’ll change song every so often when using the button for the heated steering wheel. Touch controls also remain for the in-car temperature and media volume controls. Ho hum.

In terms of specs and features VW has simplified its line-up with only a few to choose from. As above, a Tourer as well as the long-range ProS and faster GTX will be available in due course. 

There are two wheel options, five (initial) paint options, an Interior pack which adds a more powerful stereo and ventilated Comfort seats, a heat pump and little else. Honestly, we’d tick the box for both, with the heat pump being useful for efficiency’s sake, while the new ergoActive seats are a delight.

While the ID.7 doesn’t have the visual bravado you’d expect of something described as a flagship, it has the quality and appointment of one. This is what ID. should be, when sufficient time is given to development.

The tech, the quality, the space and the driving experience combine in a car that, in an entirely complementary sense, feels like it was designed for Uber drivers. That is, it’s easy, practical, high-tech, intuitive, well-made and relaxing to drive. There’s no frustration, which is more than can be said for products under the ID. brand of just three years ago.

Granted, hopes that this level of technology and quality will trickle down should be tempered given it’s easier to do this stuff on £50-£70,000 cars than it is £20-£40,000 cars but regardless, it’s a sign of VW righting itself. We’re not sure the ID.7 could be paid a bigger compliment than that. Just take a second look at the brake calibration, won’t you VW?