Volkswagen ID.7 Tourer Review 2025

After a sustained waning of car buyers’ enthusiasm for large estate cars, salvation for those who don’t want an SUV for family transportation may come courtesy of the switch to electrification. One such choice has been added to the expansive VW EV range — here’s everything you need to know about it in our full Volkswagen ID.7 Tourer review.

With the majority of its electric-only ID-badged models, VW has ensured that they generally follow the exterior size and shapes of their combustion-engined cars but with the advantage of much more spacious interiors. Witness the Volkswagen ID.3 compared with the Golf or the Volkswagen ID.4 and the latest Tiguan as prime examples.

Further up the sizing scale, it’s a little different — take the Volkswagen ID.7, an elongated five-door coupe-style hatchback that effectively took the place of the VW Arteon in the firm’s line-up. It has now been modified with a capacious estate-bodied tail to create the Volkswagen ID.7 Tourer, which usurps the old Arteon Shooting Brake and sells alongside the VW Passat Estate.

Why VW went for the Tourer label when it has a long history of using Estate isn’t clear. Assuming it wanted its ID.7 holdall to have a distinct identity, that’s understandable but it’s far more generic a name than either Shooting Brake or its original Variant label for such a bodystyle.

More important than its name are the Volkswagen ID.7 Tourer’s load-carrying credentials — it’s an especially roomy five-seater estate, with a 605-litre boot capacity when the rear bench is in use. Once folded over the total volume measures 1948 litres, which outdoes plug-in hybrid versions of the Mercedes E-Class Estate by significant margin. The loadspace floor measures 1948mm, sufficient to use the ID.7 Tourer as an impromptu camper, although it doesn’t lie completely flat.

Complementing the generally unfussy exterior styling, the interior of the VW ID.7 Tourer is minimalist, with dashboard dominated by a 15.0-inch multimedia touchscreen. It’s a significant improvement over recent interfaces from the brand, with a slicker, more responsive interaction, the whole arrangement subtly angled towards the driver. We’d prefer more physical buttons and dials to alter settings such is the interior temperature but being forced to change the direction of airflow from the dashboard vents via the touchscreen is a step beyond unnecessary.

Volkswagen revised the ID.7 Tourer’s trim levels in April 2025, becoming Match Plus and GTX Plus — before that they were missing the Plus suffix. Three electric drive systems are available for the Volkswagen ID.7 Tourer starting with Pro — not that its name gives anything away. What you need to know is that it has a 286PS motor and a 0-62mph time of 6.6 seconds. Energy storage is courtesy of a 77kWh battery enabling a WLTP Combined cycle driving range of 371 miles.

Next up is Pro S, where the same motor system is paired with an 86kWh battery giving an extended driving range between recharges of 422 miles on the WLTP Combined cycle. Due to its 44kg of additional heft, performance is ever-so-slightly dulled, reflected in its 0-62mph sprint time of 6.7 seconds.

If speed is more your thing then steer your attention towards the 340PS ID.7 Tourer GTX. Two electric motors are fitted here, driving all the wheels via VW’s 4Motion system, with a brisk 5.5-second 0-62mph time available as a result — fast estate cars are going to be around for some time yet. It has the same 86kWh battery as the Pro S, although the extra urgency gnaws away at the driving range potential, resulting in a figure of 357 miles.

Recharging for the 77kWh battery has a maximum DC ultra-rapid flow rate of 175kW, meaning a 10%-80% replenishment should take around 28 minutes. For the same level of recharge for the 86kWh battery, only 26 minutes are required thanks to it being able to accept an electrical flow of up to 200kW.

All of this sounds rather compelling, so how does the VW stack-up against its rivals? Well, therein lies a curiosity because right now no other manufacturers offer anything that’s directly comparable to the ID.7 Tourer.

You can go a smaller and less expensive, which will considering models such as the Peugeot E-308 SW and Vauxhall Astra Sports Tourer Electric — both are competent electric load-haulers, but with smaller boots and driving ranges than the Volkswagen.

Or, the alternative route is to pick something of a similar size with an even more upmarket image and a price tag to match — in other words, the Audi A6 e-tron Avant and BMW i5 Touring. Until other brands get their electric estate acts together, the ID.7 Tourer is in the centre of a rather sweet spot.

As standard, Pro and Pro S versions of the Volkswagen ID.7 Tourer come with a regular, passive suspension system. The Pro S we drove, however, was fitted with Dynamic Chassis Control (DCC) adaptive suspension, part of the optional, £2100 Exterior Pack Plus. And it’s very good, smoothing out the lumps and bumps for a quiet, comfortable low speed ride that transforms into a satisfying waft as speeds rise.

There’s an underlying hint of firmness to progress even in the DCC system’s Comfort setting. Yet this remains one of the best electric cars we’ve driven for long-haul motorway use. Refinement is very good, the ID.7 Tourer’s a slippery thing, so wind noise is minimal and even on the largest wheels tyre noise intrusion, though noticeable, never reaches a level that is wearisome.

Dial in the sportier settings and you do receive far more information on the road surface beneath you but are also rewarded by nicely weighted steering and excellent body control when the going gets twisty.

This is a 2.2-tonne car, though and you can always feel that heft as you change direction, so, even though the VW ID.7 Tourer acquits itself admirably on sweeping A-roads, this isn’t the car for throwing down your favourite B-road — properly nimble, it ain’t.

You can also feel that weight, in spades, when you use the brakes, which are horrible. There’s no initial bite and you inevitably find yourself pushing harder and harder to slow down this big, heavy car, with considerably less effect than you might wish for. Indeed, we endured several heart-in-mouth moments before we acclimatised, which, in truth, we never really did completely.

There are three electric drive system choices for the Volkswagen ID.7 Tourer, dictated by the version you opt for.

Pro has a 286PS electric motor powering the rear wheels and a 77kWh, while the Pro S shares the same motor but with a bigger, 86kWh battery. The GTX, meanwhile combines the bigger battery and rear motor with an additional motor driving the front wheels to give a combined output of 340PS and 4Motion all-wheel drive.

Ironically, the Pro versions’ 0-62mph dash time of 6.6 seconds is actually a whisker faster than the 6.7 seconds of the Pro S because of the latter’s heavier battery. The GTX thumps to 62mph from a standstill in just 5.5 seconds.

Thus armed, none of the three ID.7 Tourer versions feel blindingly quick but they do gather pace at a satisfying rate and, more importantly, still have something to give at speeds where the urgency of acceleration tends to fall away in so many electric drive systems, which can leave you somewhat stranded on the wrong side of the road mid-overtake.

The Volkswagen ID.7 Tourer hasn’t specifically been tested by safety experts Euro NCAP but it has inherited a full five-star rating from the ID.7 hatchback, which was scrutinised in 2023. It achieved some of the highest category scores for any electric car tested that year, including a very impressive 95% Adult Occupant Protection score.

As you would expect of a car of this type and cost, the ID.7 Tourer comes with a vast array of driver assistance technology fitted as standard. That includes all the usual kit such as Autonomous Emergency Braking with pedestrian and cyclist detection, Lane Assist, Side Assist, Traffic Assist, Rear Traffic Assist and Emergency Assist.

You also get a few systems you might not expect. Adaptive Cruise Control with Traffic Jam Assist 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 but some might find a windscreen increasingly full of projected visuals somewhat distracting.

The Volkswagen ID.7 Tourer is a big car at all but five metres long. Happily 2971mm of that has gone into the wheelbase, meaning it isn’t only the front seat occupants who are spoiled for space.

Admirable practicality begins on first contact with the VW — open the door, climb in and everything is ready to go. No need to press a button, just engage D — for Drive — and you’re away. Likewise when you leave the car you simply press P (for Park), climb out and walk away…

The front seats are comfortable with a wealth of electric adjustment, a pull-out seat base for the longer legged and even a massage function, if that sort of thing is your bag. The driving position gives no cause for complaint, even for the somewhat hastily constructed and visibility out is first class in all directions but rearwards, where standard-fit front and rear parking sensors, a 360-degree camera and VW’s Part Assist Plus come to the rescue

Rear legroom is positively limousine-like, even when you’re sat behind a tall driver and though headroom isn’t quite so palatial, there’s plenty enough, especially since the squared of tail of the ID.7 Tourer improves on its hatchback sibling in that department. Even so, the rear bench is best for just two adults because the centre seat is higher set and somewhat narrow, even if the floor is flat across the full width of the car.

Accessed via an electric tailgate the loadspace is a cavernous 605 litres, rising to 1948 litres with the 60/40 split rear seats folded flat. Shame the split isn’t 40/20/40 to boost the space’s flexibility although there is a small ski hatch in the centre — it’s not the same as having the means to transport a stuffed python and two passengers simultaneously, though. Dropping the seats is a doddle, thanks to release catches in the loadspace and a spring-loaded action.

Storage up front’s not bad, with a deep cubby in the centre armrest, a pair of roller shutters covering more storage forwards of that, beneath which you’ll find two cupholders and a wireless phone charger. The door bins are a reasonable size, easily swallowing a large bottle and there’s a felt-lined cubby by the driver’s knee for small items such as keys. There are also two USB-C ports on hand.

Rear passengers benefit from a pair of USB-C ports, respectably sized door bins, map pockets on the front seatbacks with a smaller pocket for smartphones, two cupholders in the fold-down central armrest and Isofix points on the outer rear seats.

There’s stacks of storage space for charging cables under the loadspace false floor, which also does a neat job of all but eliminating the small lip inside the tailgate sill and the step up to the rear seatbacks when they’re folded flat. Unfortunately, those seatbacks don’t fold entirely flat, but that’s nothing a heavy wardrobe won’t fix.

The Volkswagen ID.7 Tourer’s interior makes a decent fist of feeling suitably upmarket, with perforated faux leather upholstery, fake suede inserts on the door panels, soft-touch surfaces hither and thither and glossy plastic panels concealing funky back-lighting, the colour of which you can change — good job, because, when it comes to the interior colour scheme you may, to paraphrase Henry Ford, have any colour as long as it’s black.

There are one or two less premium-feeling panels lower down in the cabin but the overall effect is classy, albeit less posh than the pricier BMW i5 Touring. We can’t comment on the quality of the switchgear, because there isn’t any. Suffice it to say the glossy back touch controls on the steering wheel might polarise opinion somewhat but we found them less annoying than offerings from numerous other manufacturers.

Infotainment within the Volkswagen ID.7 Tourer takes the form of a huge 15.0-inch centre screen which dominates the dashboard — it’s clear, responsive and fantastically complicated. Unlike the driver’s instrument screen, which is tiny and offers the bare minimum of information — the idea being that you use the head-up display for everything you need to see.

You certainly have to use the central touchscreen for everything you need to use — the only physical buttons within the same postcode as the car itself is the hazard warning light switch.

All the functionality you’d expect is present and correct, including DAB radio, Bluetooth, integrated navigation, plus wireless Apple CarPlay and Android Auto. There’s also a splendid 12-speaker Harman-Kardon audio system fitted as standard in GTX variants — available as an option elsewhere in the model range.

Inevitably, there’s no button to switch of the lane-keeper and speed warning driver aids but there is a tab marked Assist which lets you into the relevant menu where those two irritants are first and second on the list, so not too bad.

Overall system operation remains a fidgety mess. The menus are long and complicated, the design of many of the on-screen icons and graphics gives you no clue as to what they actually do, while finding and operating even some major functions can be hilariously difficult.

The climate control is just plain weird. It seems to recognise if there’s a front passenger or not and if there isn’t, it shuts down the vents on that side of the dashboard. Annoyingly, you can’t adjust any of the vents manually to stop air blowing straight in your face — you have to go to the climate screen and then smear a target around with your finger to where you want the blowing of air to focus. But you have to do this every time you climb into the car. Much ado about that which used to be a one-touch-and-done process.

The steering wheel controls are touch sensitive and work rather better than most we’ve come across, with a positive click. Especially good for the volume control so you don’t have to use the awful slider under the centre screen, which, annoyingly, is placed exactly where you wish to rest your non dabbing fingers to steady your aim while driving.

You can have the Volkswagen ID.7 Tourer Pro Match Plus for £51,795 and the Pro S Match Plus with the bigger battery and longer range for £55,280.

Fancy the rapid, all-wheel drive ID.7 Tourer GTX Plus 4Motion? Then prepare to spend £59,815.

Starting at £69,955, BMW’s i5 Touring is a minimum of 10 grand more while £89,200 Porsche Taycan Sport Turismo almost £30k dearer. At the other end of the wallet, you can have a Peugeot E-308 SW for just £39,060 and a Vauxhall Astra Sports Tourer Electric for only £36,205.

If you choose the Volkswagen ID.7 Tourer as a company car you’ll benefit from a Benefit-in-Kind (BiK) tax banding of just 3% for 2025/26. Less appealing for private buyers is that since April 2025 EVs face the same VED (road tax) rates from year two onwards as combustion-engined cars, meaning a £195 annual bill at current rates.

From the same date, electric cars also became liable for the Expensive Car Supplement, usually labelled luxury car tax, on models costing in excess of £40,000. As that’s significantly less than the cheapest ID.7 Tourer this means an additional £425 annual bill between years two and six, regardless of whether you bought the car brand new.

VW offers a three year/60,000 mile warranty as standard, which is a bit rubbish these days – BMW also offers three years, but with unlimited mileage. The battery does get separate cover for eight years or 100,000 miles, pretty much in line with every other manufacturer.

Both the Pro and Pro S versions fall into insurance group 38, which isn’t cheap, but is bearable for a car of this size and range. The all-wheel drive GTX finds itself in insurance group 41.

Volkswagen ID.7 Tourer: Range and charging

The Volkswagen ID.7 Tourer Pro has a 77kWh battery giving a claimed WLTP Combined cycle range of 371 miles. The Pro S and GTX both have a larger 86kWh battery swelling the official range to an impressive 422 miles in the former — the latter’s extra 54PS and four-wheel drive drop that model to 357 miles.

Charging speeds are respectable, with a maximum DC rate of 175kW for the smaller battery and 200kW for the larger one. VW quotes the ID.7 Tourers charging time for an 11kW AC connection — eight hours for a full charge on the Pro, nine hours for the Pro S and GTX.

Since most standard home wallboxes only offer a 7.4kW connection, those charging times will increase to near 11 and 12 hours respectively. Both batteries should top up from 10%-80% in just under half an hour from a sufficiently powerful ultra-rapid public charger.

Though there are three Volkswagen ID.7 Tourer motor and battery combinations on offer — Pro, Pro S and GTX — the trim level hierarchy consists of just two, with Pro and Pro S versions both paired with Match Plus, while the GTX is only available with its own bespoke trim level, GTX Plus.

Standard equipment on Volkswagen ID.7 Tourer Match Plus models includes:

• 19-inch alloy wheels
• Keyless entry and starting
• Electrically operated tailgate
• Heated front seats
• Heated steering wheel
• Three-zone climate control air conditioning
• Front and rear parking sensors
• 360-degree camera system
• Automatic self-parking system

As well as a significant power increase, additional equipment for the range-topping Volkswagen ID.7 GTX Plus includes:

• 20-inch alloy wheels
• Contrasting black roof
• Ventilated front seats
• Heated rear seats
• 12-speaker Harman-Kardon sound system

Note that on all VW ID.7 Tourers the energy efficiency-boosting heat pump is a £1150 option, which really should be standard kit in a car of this price.