Volkswagen ID.7 Tourer Review 2025: Price, specs & boot space
Written by Ivan Aistrop
- 2024
- Estate
- Electric
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Quick overview
Pros
- Comfortable and quiet to drive
- Massively spacious and practical
- Generously equipped as standard
Cons
- Infotainment interface is mind-boggling
- Ridiculous air vent controls
- We’re unsure how the car behaves on standard suspension
Overall verdict on the Volkswagen ID.7 Tourer
“Rumours of the death of the estate car have been greatly exaggerated; cars like the Volkswagen ID.7 Tourer are taking this recently unloved bodystyle (everyone wants an SUV these days, apparently) and dragging it into the all-electric age. Read our Volkswagen ID.7 Tourer review to find out why that’s a truly brilliant thing.”
Quite a few manufacturers have been turning their backs on the good old estate car in recent times. Even Volvo, who made its name with the things, decided to stop selling estates and saloons a couple of years ago to concentrate on building SUVs, only to reverse that decision a little while later due to a small public outcry.
Fair play to Volkswagen for being one of only a handful of manufacturers attempting to preserve the existence of the good old family wagon. First there was the combustion-engined Passat early on in 2024, available exclusively as an estate (and a very likeable one, too). And now it’s joined by the all-electric Volkswagen ID.7 Tourer, which has cast VW’s estate-car lifeline beyond 2035 when only electrified cars may be sold new.
The ID.7 Tourer is a handsome thing, with smart lines and theatrical lighting details. More importantly for an estate car, though, it’s also very practical, with a massive boot (although not quite as massive as the Passat’s) and absolutely shedloads of interior space. Quality is everything you’d expect from a large Volkswagen – it’s not quite a match for the premium brands, but it has the measure of just about everything else, and there’s lots of standard equipment and tech on board.
Three versions are available, the Pro, the Pro S and the GTX. The Pro has a 286PS rear-mounted electric motor and a 77kWH battery for an official driving range of 373 miles. The Pro S has the same motor, but a bigger 86kWh battery for a 424-mile range. The GTX, meanwhile, packs that same bigger battery, but has an additional motor on the front axle for a combined output of 340PS, although the range drops to 359 miles as a result.
The cabin isn’t without its ergonomic frustrations, and since we’ve only had the opportunity to drive a car with optional adaptive suspension, we’re still not sure how it behaves in its standard form. It’s not cheap, either. With those caveats, however, we can say that the ID.7 Tourer is a capable and likeable electric family car for those who don’t consider themselves to be dedicated followers of fashion.
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Is the Volkswagen ID.7 Tourer right for you?
Because the VW ID.7 Tourer is a big, expensive electric car, it’s probably best-suited to company car drivers who won’t foot the bill, but can take advantage the super-low Benefit-in-Kind tax rates that such cars enjoy right now, and will do for a few more years at least. Impressive range figures mean that it shouldn’t be an immediate no-no for those who occasionally travel long distances for work, and its impressive practicality means it serves as an excellent family car at the weekend.
What's the best Volkswagen ID.7 Tourer model/engine to choose?
So far, we’ve only driven the entry-level Pro car, but we can’t really see why you’d need to spend more on one of the pricier versions. It’s actually a bit faster than the higher-grade Pro S car, it’s considerably cheaper, and although it has a shorter driving range, 373 miles should be enough for most. It also feels just as posh, is just as well equipped, and has just as much practicality.
What other cars are similar to the Volkswagen ID.7 Tourer?
The VW ID.7 Tourer is a semi-premium electric estate car, which means it’s actually pretty short of direct rivals. There are smaller, more affordable mainstream models such as the MG5 EV, and the all-electric versions of the Peugeot E-308 SW and Vauxhall Astra Sports Tourer. On the other hand, there are much pricier electric estate car rivals like the BMW i5 Touring and the Porsche Taycan Sport Turismo. If you’re looking for a halfway-house between the two, then the VW is a great option.
Comfort and design: Volkswagen ID.7 Tourer interior
“Finding a comfy driving position is a piece of cake in the ID.7 Tourer, because there’s lots of adjustment in the steering column, and all versions have electrically adjusting seats as standard. Those seats will even give you a massage if you ask nicely.”
The dashboard design is very neat and minimalist, which looks cool, but stay tuned to hear what effect that has on ease-of-use. Visibility at the front quarters of the car is pretty good despite the steeply angled windscreen pillars, but it can sometimes be tricky to tell where the long bonnet ends.
The smallish rear window means that your rear visibility isn’t as good as in many boxier estate cars, but it’s hardly catastrophic. What’s more, all versions come with front and rear parking sensors, a 360-degree camera and a self-parking function.
Quality and finish
Overall, the ID.7 Tourer has an appropriately classy feel. There are glossy backlit panels – you can change the colour of the lighting – set into the dashboard to brighten things up, and a few soft-touch surfaces dotted around the place. There are some parts, like the top of the dashboard, that you might expect to have a cushioned surface, but don’t. However, although these plastics are hard to the touch, they’re nicely textured to look like they’re soft-touch, which disguises them pretty well.
You’ll find a few lower-grade panels in the lower reaches on the cabin. These aren’t bad enough to undermine the overall effect of classiness, but it’s also true that a BMW i5 Touring, which is admittedly much pricier, feels a good slice posher.
We can’t comment on the slickness of the switchgear, because there isn’t any. More on that in a moment.
Infotainment: Touchscreen, USB, sat nav and stereo in the Volkswagen ID.7 Tourer
All versions of the ID.7 Tourer come with the same infotainment system, which is based around a massive 15-0-inch touchscreen display, plopped slap-bang on the middle of the dashboard. All the functionality you’d expect is present and correct, such as navigation, DAB Radio, Bluetooth, wireless Apple CarPlay and Android Auto. There’s also voice activation, but we found it of very limited use because it very rarely recognised what we were saying.
You also get four USB-C ports (two in the front, two in the back) for keeping devices charged, and a nine-speaker audio system in Match-trimmed cars. In the GTX, this is upgraded to a 12-speaker Harman Kardon stereo system, which is available as an optional extra on the rest.
You also get a digital driver information readout behind the steering wheel, which is strangely small and cluttered, and isn’t configurable, so it feels rather out of place in the ID.7. However, you’ll find yourself hardly ever using it, because all versions also come with a clever augmented-reality head-up display. This projects your important driving information onto the windscreen, directly in your eyeline, along with various graphical overlays to help you better understand what the car’s various driver assistance systems are telling you.
These overlays work well (we’ll talk more about this in the safety section), but the one exception is when the HUD projects three arrows onto the windscreen to show you precisely where the sat-nav wants you to turn. The triangular design of these arrows happens to look just like the ones on those black and white road signs that indicate a tight bend in the road ahead. And, as you get closer to the turn point, these arrows on your windscreen get bigger all of a sudden, making you feel like they’re also getting closer rapidly, and this subconsciously gives you the unnerving feeling that you’re going to career off the road and crash into something.
Volkswagen has long been overly reliant on overcomplicated touchscreen systems, and that hasn’t changed in the ID.7 Tourer. Frankly, the ergonomics are a complete mess. The menus are long and complicated, many of the on-screen icons and graphics are ambiguously designed so that it’s not clear what they do, and finding and operating even major functions can be way too difficult. We suspect some minor features might never see the light of day. And that’s before you factor in that, by their very nature, touchscreens are way more difficult and distracting to use on the move than physical switches, of which there are virtually none in the ID.7.
Not only is the system horrendously over-complicated, but the car also has complete over-reliance on it. There are sliders just below the screen that allow you to change the cabin temperature without touching the screen, but doing anything more complicated with the ventilation – such as adjusting the fan speed or airflow direction – involves immersing yourself in yet another submenu. It’s got to the point where Volkswagen has even removed physical air vent adjusters from the cabin; adjusting those must be done by finding the appropriate menu on the screen and dragging your finger across the screen, making the physical vent units adjust electrically inside the dashboard. It’s all just so unnecessary.
Space and practicality: Volkswagen ID.7 Tourer boot space
The ID.7 Tourer is absolutely mahoosive. How mahoosive? Its dimensions are given at 4,961mm in length, 1,862mm in width (excluding door mirrors), and 1,551mm in height, with a wheelbase measurement of 2,971mm. In days gone by, those kinds of figures would be the preserve of luxury limousines like the Mercedes S-Class.
It’s no surprise therefore that interior space is similarly mahoosive. Rear legroom is particularly generous and limo–like, with room for tall folk to stretch out even when sat behind a similarly long-limbed driver. Rear headroom isn’t quite so palatial, but you’ll have to be well over six feet tall before you start to struggle.
Even better, the cabin is wide, and although the middle seat isn’t quite as broad as those either side, it’s not far behind, so you can carry adults in the back reasonably comfortably without feeling too squashed in. That comfort is enhanced further by the fact that the rear footwell has an almost flat floor.
You’d expect any estate car to have a big boot, and the Tourer doesn’t disappoint, with a very impressive 605 litres of square-sided space. That’s not quite as much as you get in the Volkswagen Passat, but it’s more than in a BMW i5 Touring.
There’s ample storage space for your charging cables under the false boot floor, which also levels off the small load lip at the entrance of the boot and the step up to the rear seatbacks when you fold down the 60/40 split rear seats. However, the backrests lie at a slight angle, leaving you with a small slope in your load area. Dropping the seats is very easy, because they’re spring-loaded and can be released by pulling catches in the boot.
Handling and ride quality: What is the Volkswagen ID.7 Tourer like to drive?
“As standard, the Pro and Pro S versions of the ID.7 Tourer come with a regular passive suspension system. So far, however, we’ve only had the chance to drive a car fitted with Dynamic Chassis Control (DCC) adaptive suspension, which is a pricey optional extra (part of the Exterior Pack Plus).”
As a result, we don’t know how good (or otherwise) the standard setup is, but we can tell you that the DCC arrangement is very effective. The stiffness of the dampers is increased as you scroll from the Comfort mode through to the Sport mode, and selecting the car’s Individual mode gives you even greater control over the damper settings through a vast number of increments, as well as control over various other elements of the car’s dynamic makeup.
In the more relaxed settings, there’s still the faintest whiff of underlying firmness, but there’s still more than enough forgiveness to mop up lumps and bumps without fuss, keeping life comfortable and serene through town or on the a motorway.
Select the sportier settings, and that underlying firmness comes right back to the fore, making you feel much more of the surface beneath you. It’s genuinely effective at tying down the car’s body movements better, too, giving the car a more precise feel, although it never feels unruly even in the softest modes. What it doesn’t do, however, is make the Tourer feel genuinely nimble. Even the lightest model weighs the thick end of 2.2 tonnes, and you can always feel that bulk as you change direction. But even so, it’s a car that has the ability to feel precise and secure in corners, and also comfortable in a straight line.
DCC is standard on the GTX version, albeit with a slightly firmer setup. We haven’t tried the GTX yet, though, so we can’t tell you how effective it is.
What motors and batteries are available in the Volkswagen ID.7 Tourer?
The Pro and Pro S version of the ID.7 Tourer both come with a 286PS electric motor powering the rear wheels, and differ only by the size of their batteries and their 0-62mph times. The entry-level Pro version’s benchmark sprint time of 6.6 seconds is actually fractionally faster than the Pro S’s 6.7 seconds because the latter’s 86kWh battery pack is slightly heavier than the former’s 77kWh unit.
We haven’t tried the Pro S yet, but we can't imagine that it feels vastly different to the Pro, given the closeness of their numbers. And the Pro delivers all the pace you could want. It’s capable of very swift off-the-mark acceleration, and although the level of acceleration falls off a bit when you’re going faster, it always feels like it has plenty in reserve.
The range-topping sporty GTX 4Motion model has a second electric motor powering the front wheels for four-wheel drive, and it has a total output of 340PS. That gives it a 0-62mph time of 5.5 seconds, but we haven’t tried it yet.
Volkswagen ID.7 Tourer range: How far can you travel on a charge?
The entry-level Pro model’s 77kWh (usable capacity) battery pack gives it an official WLTP range figure of 373 miles, which is pretty good. The Pro S does even better thanks to its 86kWh pack, extending the range figure to 424 miles. The GTX has the same 86kWh battery as the Pro S, but the additional demands of its second electric motor mean its official range drops to 359 miles.
In all cases, use those figures as an absolute best-case scenario, because the truth is that even in optimal conditions, you’ll struggle to achieve those laboratory-gleaned figures in real life. Use your car in cold weather or at high speeds on the motorway, and you’ll see your range gauge plummet, although that’s true of all electric cars, and not just the ID.7.
Refinement and noise levels
Predictably, the ID.7 is a very refined car to roll around in at low speed, with barely a whisper being heard from the electric motor, even on those occasions where you have to accelerate hard all of a sudden. The suspension (or at least the optional adaptive setup that we tried) stays quiet as it goes about its work of smothering lumps and bumps.
Get your ID.7 out onto the motorway, and the powertrain stays just as quiet, and wind noise is very well contained. That does accentuate the level of road noise you hear, which is definitely the most prevalent sound to be heard inside the car, but it’s certainly not at a level that you’ll find troublesome.
Safety equipment: How safe is the Volkswagen ID.7 Tourer?
As you might expect given the type of car it is and what it costs, the ID.7 Tourer comes with a vast amount of driver assistance technology as standard. That includes all the usual stuff like autonomous emergency braking with pedestrian and cyclist detection, dynamic road sign display, lane assist, and a driver attention and drowsiness monitor.
You also get a few systems you might not expect. Adaptive cruise control with traffic jam assist might not exactly be game-changing these days, but the ID.7’s system comes as standard with an augmented reality head-up display that picks up other cars in front of you, keeps an eye on them, and underlines them with a graphic in the display. It also provides graphics to more clearly illustrate lane markings, and has various other safety-related functions. It works reasonably well and isn’t too distracting, but it might feel a bit like overkill to some.
If all those driver aids aren’t enough to keep you out of trouble, the ID.7 has seven airbags (although none for the rear seats), and three Isofix child-seat mounting points to help keep you and your brood from harm. The Tourer itself hasn’t been crash-tested by independent safety organisation Euro NCAP, but the hatchback version has, and it achieved the full five-star rating.
Volkswagen ID.7 Tourer charging times: How much does it cost to charge?
“Volkswagen quotes the ID.7 Tourer’s AC charging times for an 11kW hookup, because the car can support that speed of connection. However, the home wallbox chargers that most owners will use on a daily basis will be limited to 7.4kW, meaning that real-world charging times will be slower than those published.”
Those 11kW figures are given at eight hours for a full charge on the Pro, and nine hours for the Pro S and GTX. So, on a more standard 7.4kW domestic connection, expect charging times of around 11 hours and 12 hours, respectively.
If you pay the UK’s national average rate for your domestic electricity, then those charges will cost around £22 and £24, respectively. However, negotiate with your power provider to put you on a specialised EV tariff that allows you to charge your car overnight on heavily discounted off-peak power, and you’ll easily cut that cost in half, if not better.
Making regular use of public DC rapid chargers will be way more expensive than that original quoted cost: it varies hugely, but around three times the cost is a decent rule of thumb. The Pro version supports maximum DC charging speeds of up to 175kW, making it capable of accepting a 10-80% charge in 28 minutes if you can find a public charger that also works at that rate. Both the Pro S and GTX versions crank up the maximum DC charging speed to 200kW, making that same 10-80% charge possible in 26 minutes, despite the bigger batteries.
Volkswagen ID.7 Tourer reliability and warranty
Our go-to source for reliability data is the HonestJohn.co.uk Satisfaction Index, which is an exhaustive study that measures customer satisfaction and reliability on various models, and it’s put together by our sister website.
In the latest edition, Volkswagen was identified by customers as the fourth least reliable manufacturer out of the 29 brands included. That might have alarm bells ringing, but the ID.7 is unlikely to have contributed to this result due to its newness, and moreover, the research suggested that VW’s later models actually tended to perform quite well – it was only problematic ageing versions of high-volume models like the Polo and Golf that brought the firm's average right down. We’ll simply have to wait and see how the ID.7 fares over the next few years.
While there are question marks over reliability, there are none over the ID.7’s warranty. You get three-year cover limited to 60,000 miles, and compared to what many other manufacturers are providing these days, that’s a bit rubbish.
Volkswagen ID.7 Tourer insurance groups and costs
Both the Pro and Pro S versions of the Volkswagen ID.7 Tourer fall into group 38 for insurance. Given that these groupings work on a sliding scale of group 1 at the cheapest end of the spectrum and group 50 at the most expensive, this tells you that insurance premiums on the ID.7 Tourer won’t be cheap, but they shouldn’t be bonkers expensive, either.
We haven’t yet seen confirmed groupings for the GTX yet, but since the GTX hatchback sits at around the 41 or 42 mark, we’d expect something similar with the Tourer version.
VED car tax: What is the annual road tax on a Volkswagen ID.7 Tourer?
Right now, you’ll pay nothing in VED road tax by virtue of the fact that the ID.7 Tourer is an all-electric car. Before you start sprinting down to your local dealer, though, bear in mind that this VED exemption for electric vehicles will be ended by the Government very shortly: April of 2025 to be exact. At which point, you’re likely to face the same VED tax bills as owners of petrol and diesel cars. This is currently charged at £190 per year, but we wouldn’t be surprised if that sum went up at the same time.
It gets worse for the ID.7 Tourer. Cars that cost more than £40,000 when brand new are also subject to the exchequer’s ‘expensive car surcharge’ for VED, and that means it affects all versions of the ID.7 Tourer. That means that on top of the annual £190 charge (or whatever it ends up being come April), you’ll also pay an additional sum of £490 (again, likely to rise) on top for a five-year period between years two and six of the car’s life.
Volkswagen ID.7 Tourer price
"If you’re specifying a brand new VW ID.7 Tourer, then prices start at around £52,000 for the entry-level Pro Match version. If you want to upgrade to the longer-range Pro S version, then prices start at around £56,000, while if you want the extra power of the GTX, you’ll be paying from £63,000."
The ID.7 Tourer is still a relatively new car, so the used car market isn’t exactly flush with pre-owned examples. Look through the heycar classifieds, though, and you will find a handful.
You can pick up an as-new Match Pro version with around 3,000 miles on the clock for around £43,000, and that’s a very useful saving over a brand new example. Yes, you won’t be able to choose your colour and optional extras, but neither will you have to wait for your car to be built and shipped.
Prices for Pro S versions with similar mileages begin at around £46,000, which again is a very useful saving.
Trim levels and standard equipment
The Pro and Pro S versions both come in a single trim level called Match, and this gets lots of luxury kit including three-zone climate control (with a control panel for rear passengers), 19-inch alloy wheels, the augmented-reality head-up display, rain-sensing wipers, rear privacy glass, electrically folding and adjustable door mirrors, a powered tailgate, keyless entry and go, a heated steering wheel and front seats that are electrically adjustable, heated, and will even give you a massage. You also get front- and rear parking sensors, a 360-degree camera system and a self-parking function.
There might only be one basic trim level, but there are plenty of optional extras to choose from. These include the Exterior Plus Pack, which comes with the Dynamic Chassis Control (DCC) adaptive suspension we’ve tried, along with progressive steering and laminated side windows.
The GTX is only available in its own standalone trim level, and this gets bigger 20-inch wheels, bumpers with a racier design, a contrasting black roof, ventilated front seats, heated rear seats and the upgraded 12-speaker Harman Kardon stereo system.
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