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In-depth reviews

Volkswagen ID.3 review

The Volkswagen ID.3 is a fine electric family hatchback, but its on-board tech remains a source of contention

Overall Auto Express rating

4.0

How we review cars
RRP
£30,850 £49,885
Avg. savings
£2,401 off RRP*
Pros
  • Decent range
  • Good refinement
  • Spacious cabin
Cons
  • Fiddly infotainment system
  • Pricey options list
  • Larger screen is still to come

The Volkswagen ID.3 is an accomplished all-electric family hatchback. While it’s not a class leader, it gets the basics right, thanks to competitive pricing, decent range and a composed driving experience – all wrapped up in a practical package with a sharper look thanks to an earlier-than-expected facelift.

Interior quality has taken some steps in the right direction, too. However, the infotainment system is as slow and irksome as ever, and the touch-sensitive climate controls remain a bugbear. More software improvements, a larger central touchscreen and illuminated controls are coming in 2024, but we wish they’d arrive a little sooner.

About the Volkswagen ID.3

Before EVs took the world by storm, Volkswagen produced electric versions of its up! city car and Mk7 Golf hatchback, simply badged as the e-up! and e-Golf. It then spent a few years on the back foot in the wake of the dieselgate emissions scandal, but it’s fair to say the Volkswagen Group is once again on the march, having refocused its efforts towards a gleaming electric future.

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The first member of its ID-badged all-electric models was the ID.3 hatchback. It made its debut in 2019 and hit the street the following year, with VW hoping that the ID.3 would one day become as iconic as the original Beetle and Golf.

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Since then, the company’s stable of EVs has grown to include the ID.4 SUV, ID.5 coupe-SUV, ID. Buzz minibus and ID.7 saloon. More are on the way, the most important of which is likely to be the affordable electric supermini previewed by Volkswagen’s retro-inspired ID.2all and ID. GTI concepts.

As a five-door family hatchback, which is only slightly larger than the latest VW Golf, the list of ID.3 of rivals stretches far and wide. Among them are traditional petrol, diesel and hybrid hatches like the Golf, Ford FocusHonda Civic and Toyota Corolla.

However, its closest competitors are fellow electric hatchbacks, including the long-lived Nissan Leaf, sporty Cupra Born, classy Renault Megane E-Tech, comfort-focused Citroen e-C4 and much more affordable MG4 EV.  

There’s also a raft of compact electric SUVs available for similar money, most notably our 2023 Car of the Year, the Hyundai Kona Electric, and its sister car, the Kia Niro EV. Higher-spec versions of the ID.3 also come close to matching the entry-level Tesla Model 3 on price, and customers may be persuaded by the saloon’s extra size, performance and high-end image.

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Volkswagen initially offered the ID.3 with a choice of no fewer than eight trim levels, three battery sizes, and various power outputs for the rear-mounted electric motor. Thankfully, Volkswagen has scrapped the confusing trim structure in favour of four trim levels: Pro Essential, Pro Match, Pro S Essential, and Pro S Match. All Pro models come with a 58kWh battery that’s good for a range of up to 265 miles, while Pro S versions get the larger 77kWh battery that boosts the maximum range to 347 miles.

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A high-performance GTX model will be coming soon, but for now, all versions use a 201bhp electric motor, still driving the rear wheels. Standard equipment includes a 5.3-inch digital driver’s display, 10-inch touchscreen, Apple CarPlayAndroid Auto, keyless go, LED headlights, front and rear parking sensors and lots of driver-assistance tech. 

A critical differentiation between Pro and Pro S models is that Pro versions have the additional versatility of five seats, while Pro S models have only four. 

Electric motor, drive and performance

The ID.3’s best qualities are its composure and refinement, rather than it being especially fun to drive, but that’s not necessarily a bad thing. The ride is on the firm side, but we wouldn’t call the ID.3 uncomfortable – even with our test car’s optional adaptive dampers (available with the Exterior Plus Pack) in their stiffer setting and riding on the 20-inch alloy wheels (also optional on most versions, but standard on Pro S Match). Wind noise is also well muted, and it’s hard to make out the quiet electric motor, which means the ID.3 offers a calm, civilised driving experience at higher speeds.

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The instant hit of acceleration from the ID.3’s electric motor also helps around town, where the immediate delivery of torque allows it to move effortlessly through the stop-start traffic. The tight turning circle also makes it easy to park and move around city streets.

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The ID.3 weighs around 1,700kg so it doesn’t feel like a hot hatch around the twisty stuff, but there’s a good amount of grip and no excessive body roll or lean. Plus, the steering is direct and consistently weighted, if devoid of any feel.

Surprisingly, for such a premium car, the ID.3 is equipped with drum brakes at the rear. This isn’t a cost-saving exercise, though; the ID.3’s stopping power is mostly taken care of by the regenerative braking system in normal driving, leaving the rear brakes largely underutilised. If rear disc brakes were fitted, they’d go rusty through lack of use and exposure to moisture, and need replacing sooner.

That’s a pragmatic touch, but we’d have preferred that the engineers would have followed rivals such as the Kia Niro EV and Hyundai Kona Electric, which feature varying levels for regenerative braking, giving greater control over the rate at which you slow down. The ID.3 just has two settings, an automatic mode when in drive, which allows the car to coast on straights and ramps up regenerative braking when it detects you’ve lifted off the accelerator for a roundabout or obstacle, or a ‘B’ setting on the gear selector which provides constant regen, and is somewhat useful in stop and go traffic. Even so, the latter setting could be much stronger, because it can’t provide the one-pedal driving of a Nissan Leaf.

0-62mph acceleration and top speed

Both the ID.3 Pro and Pro S use a 201bhp electric motor to drive the rear wheels. It’s enough to propel the ID.3 Pro from 0-62mph in 7.4 seconds, while the ID.3 Pro S, with its larger, heavier battery, takes 7.9 seconds to sprint to 62mph. Both models have a limited top speed of 99mph. The ID.3 feels punchy at low speeds thanks to the 310Nm of torque, which is available as soon as you hit the accelerator. Overall, the power delivery is smooth, but the performance tails off quickly once you go beyond 50mph. 

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Volkswagen is planning to launch a hot version of the ID.3 called the ID.3 GTX, which will eventually go toe to toe with the 429bhp MG4 EV XPower. It’s likely to provide a very different driving experience to the brand’s iconic front-wheel drive Golf GTI, given that the GTX will be rear-wheel drive. There will be two versions, a 286bhp standard GTX and a 321bhp GTX Performance. The latter is said to launch from 0-62mph in 5.6 seconds – the same as a Golf GTI Clubsport.

Range, charging and running costs

For a brief time, the ID.3 was available with three battery sizes, including a relatively small 45kWh unit that offered just over 200 miles of range. Now though, following the electric hatchback’s recent facelift, there are just two battery sizes available, with rapid-charging capabilities also varying depending on the model you go for.

The entry-level ID.3 Pro uses a 58kWh battery, which Volkswagen says is good for a range of up to 265 miles on a single charge. When we tested this particular version of the ID.3 in the UK it indicated well over 200 miles of range when we set off (with the battery at 92 per cent capacity), and we averaged over 3.3 miles per kWh efficiency during our testing. That’s not too bad, especially because we weren't hypermile it. We reckon you could see closer to 4mi/kWh in normal driving, as we saw when we drove the larger battery version in the UK.

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Pro S models are fitted with a 77kWh battery that boosts the range up to 347 miles. During our twin test between the facelifted ID.3 and an MG4, which included driving across a variety of roads, we managed to achieve 3.8mi/kWh from the ID.3 Pro S. That equates to a real-world range of 293 miles.

The optional heat pump should also help improve the ID.3’s range come winter, because it warms the cabin more efficiently using heat that would otherwise be wasted, reducing the need to use power from the car’s main battery to run the heating in the climate control system. 

For context, the Renault Megane E-Tech has a 280-mile maximum range from its 60kWh useable battery, and the MG4 Long Range will cover up to 281 miles between charges using its 61.7kWh useable battery – a few miles further than the ID.3 Pro can manage. However, the MG4 Extended Range can only do 323 miles before its battery runs flat, and the base Tesla Model 3 has a range of 305 miles, so the ID.3 Pro S does trump those rivals on paper.

The ID.3’s maximum charging speed depends on which model you go for. Pro-spec cars can charge at up to 120kW, while Pro S models will hit 170kW if you use a suitably fast charging point. A 10-80 per cent top-up for both versions should take about half an hour.

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When it comes to topping up at home, a typical 7.4kW home wallbox will fully replenish the ID.3 Pro’s 58kWh battery in just over nine hours, or roughly 12 hours for the 77kWh ID.3 Pro S.

Electric cars like the ID.3 would be worthwhile for company car drivers compared with traditional petrol, diesel, or even hybrid-powered cars thanks to lower Benefit-in-Kind (BiK) tax rates. EVs also benefit from not having to pay road tax or the London congestion charge, at least until 2025. 

Insurance groups

Insurance ratings for the ID.3 are higher than your average hatchback, but still competitive for a family-friendly EV. The ID.3 Pro Essential sits in insurance group 24 (out of 50), while the pricier ID.3 Pro S Match lands in group 26, so it shouldn’t be more expensive to insure than a Renault Megane E-Tech (groups 26-27) or Kia Niro EV (groups 28-29).

Check if your car needs an MoT and view its complete history with our MoT History Checker...

Depreciation

According to our latest expert data, the facelifted ID.3 is expected to hold onto between 45 and 51 per cent of its value after three years and 36,000 miles of ownership, with the smaller-battery ID.3 Pro Match projected to retain the most value. 

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The ID.3’s sister car, the Cupra Born, is expected to hold onto around 48 per cent of its list price after the same ownership period, while the Renault Megane E-Tech should retain about 50 per cent. It can’t quite match the Kia Niro EV, which will likely retain 53 per cent of its value over the same period.

To get an accurate valuation on a specific model check out our free car valuation tool...

Interior, design and technology

When it was unveiled in 2019, the Volkswagen ID.3 had a friendly face, but the brand decided to give the electric five-door hatchback a more aggressive look as part of its mid-life facelift. It also received a new front bumper, and the black panel at the base of the windscreen has been removed, which makes the bonnet look longer and better proportioned. Tweaks to the rear include revised tail lights with an X motif when illuminated. Overall, the changes are relatively subtle, but they help give the ID.3 slightly more kerb appeal.

The very minimalist interior of the ID.3 has been a source of constant criticism since the car launched in 2020, with the cheap-feeling materials, infuriating touch-sensitive climate controls and fiddly infotainment system bringing the car down. However, Volkswagen appears to have recognised those flaws, because it took on customers’ feedback when designing the updated ID.3’s cabin.

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The basic design itself hasn’t changed, but the ID.3’s updated interior is now vegan-friendly, with foam-backed surfaces on the dashboard, larger, softer surfaces on the doors and a “high proportion” of recycled materials, according to VW. We feel that perceived quality has taken a big step in the right direction, and that the ID.3 now feels more deserving of its near-£36,000 starting price tag.

The level of standard equipment is good, with all cars coming with LED headlights, front and rear parking sensors, keyless start, climate control, ambient lighting, and plenty of safety kit, such as adaptive cruise control.

Individual optional extras include a heat pump, 30-colour ambient lighting and carpet mats, with more bundled together as part of packs. For instance, the Interior Pack and Interior Pack Plus include an augmented-reality head-up display and extra sound insulation, and the Exterior Pack and Exterior Pack Plus add matrix LED headlights, among other features. Finally, the Driver Assistance Pack and Driver Assistance Pack Plus both include a rear-view camera, but the latter adds Volkswagen’s semi-autonomous Travel Assist system.

The ID.3 is available in several colours, including eye-catching Costa Azule blue and Dark Olivine Green. Entry-level Pro-spec cars come with 18-inch steel wheels as standard, while Pro S models ride on 19-inch alloy wheels rims. The top-of-the-range Pro S Match comes with 20-inch wheels, although they are available as an option across the entire range.

Sat-nav, stereo and infotainment

The ID.3 will be fitted with a larger 12.9-inch central screen from the middle of 2024, but for now, even facelifted models come with the same 10-inch screen as the original car. The 5.3-inch digital driver’s display also remains, and gives only the most essential information, such as your speed and cruise control settings.

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The infotainment system itself is something of a mixed bag. The latest version of the ID.3’s software is also less buggy than earlier iterations. It features a more intelligent e-route planner for the sat-nav that VW claims is better for long journeys, thanks to infomation on traffic and charging-station availability. 

The screen can also be laggy when you make swiping motions on the mapping screen, and generally, it isn’t as responsive to taps as we’d like. What’s more, some of the pages seem to be there to look pretty rather than be helpful, such as the driver-assist home page that uses an image of the car surrounded by tiny shortcuts that are very hard to interact with while you’re driving.

We also have some reservations about the general ergonomics of the functions surrounding the ID.3’s touchscreen. In particular, the temperature controls, which are touch-sensitive sliders positioned under the touchscreen, are far too easy to accidentally nudge when you're attempting to use the screen. Since they’re not backlit, adjusting them at night is even more difficult. Thankfully, the climate controls will be illuminated when ID.3 gets its new larger screen in 2024.

You can bypass the system and utilise your own apps using the standard-fit Apple CarPlay and Android Auto smartphone connectivity. Pro Match and Pro S Match get built-in sat-nav and wireless smartphone charging.

Practicality, comfort and boot space

The five-door ID.3 is easy to get in and out of, and once you’re sitting inside the cabin, you’ll immediately notice the extra space compared with the current Golf. Comfortable seats with standard arm rests make it a relaxing place to spend time in, while the pared-back interior contributes to the feeling of space. Visibility is generally good, although, much like the Cupra Born, the chunky front pillars can be awkward to look around at tight junctions.

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The modern, very minimalist cabin also includes lots of storage options for everyday items. Up front, there’s an enormous storage bin with an adjustable partition, ahead of which is two deep cupholders. The centre console also contains a slot for your smartphone to keep it out of the driver's line of sight, so you’re less tempted to look at any notifications while driving. We like that the large front door bins are carpeted to stop things like keys and coins rattling around.

However, it's worth noting that while the entry-level Pro-spec models come with five seats – as you’d expect in a family hatchback – Pro S models with their larger 77kWh battery can only seat four people. Both versions feature three sets of ISOFIX mounting points: one on the front passenger seat, and one for each of the outer rear seats.

Dimensions and size

The Volkswagen ID.3 is roughly the same size as its famous Golf sibling. Or to be precise, at 4,261mm long, 1,809mm wide and 1,568mm tall, the ID.3 is 135mm shorter than the Mk8 Golf, but 20mm wider and 77mm taller. The MG4 is slightly larger overall, but only just, while the ID.3’s sister car, the Cupra Born, is longer and lower than the VW.

Leg room, head room & passenger space

Thanks to some clever packaging and the use of a bespoke electric car platform, Volkswagen has achieved decent space in the ID.3 for both the driver and passengers. There’s a completely flat floor in the rear, so passengers get plenty of room for their feet, plus headroom and kneeroom is ample. Compared to the MG4, the ID.3 is the more spacious electric hatchback.

Boot space

The Volkswagen ID.3 has a 385-litre boot with the rear seats in place, which is just four litres up on the Mk8 Golf, although the Renault Megane E-Tech has a 440-litre luggage capacity, and the Kia Niro EV beats them both with its 475-litre boot. The ID.3 doesn’t have any additional storage space under its bonnet, so we’d advise you to choose the false boot floor option for £75, because it lets you tidily stow away the charging cables. It also allows you to create a level loading area when you fold the rear seats to make loading longer items easier. With the false floor removed and the rear seats down, the ID.3 can carry up to 1,267 litres worth of stuff.

Reliability and safety

The ID.3 was awarded the maximum five-star crash safety rating after it was tested by Euro NCAP in 2020. Adult and child occupants were deemed to be well protected with scores of 87 and 89 per cent, respectively, while the ID.3’s raft of active safety equipment was recognised with a Safety Assist score of 88 per cent.

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Standard safety kit includes a driver fatigue alert system, dynamic traffic sign display, Lane Assist, adaptive cruise control, parking sensors for the front and rear, and autonomous emergency braking (AEB) with cyclist and pedestrian monitoring. Like all electric cars, the ID.3 also emits an artificial noise at low speeds to warn cyclists and pedestrians of its presence.

More driver-assistance tech is available, though. The optional Driver Assistance Pack includes Park Assistance Plus, a reversing camera and a proactive passenger protection system, which prepares the seat belt tensioners in advance of a collision. The Driver Assistance Pack Plus also adds an area-view camera set-up, lane change assist and Volkswagen’s semi-autonomous Travel Assist system. Adding one of the Interior Comfort Packs can also get an augmented-reality head-up display.

The ID.3 didn’t make it into our latest 2023 Driver Power owner satisfaction survey, but the brand came a disappointing 27th place (out of 32) in the best car manufacturers – down from 17th place in 2022. Some work needs to be done if the brand is to catch up to rival electric car makers, such as Kia, Hyundai and Tesla, which all featured higher up the list.

Warranty

Volkswagen provides a three-year/60,000-mile warranty on all its cars, with separate cover for the ID.3’s battery for up to eight years or 100,000 miles. The ID.3 also benefits from three years of roadside assistance, whereas other Volkswagen cars are limited to 12 months.

Servicing

The ID.3 should follow a fixed servicing schedule, with a basic inspection after two years (unlimited mileage) and subsequent services every year or 20,000 miles. Volkswagen offers service plans for the ID.3 to help spread the cost of scheduled maintenance.

Volkswagen ID.3 Pro S long-term test

Our chief sub-editor, Andy Pringle, spent six months with the Volkswagen ID.3 as part of our long-term fleet. It was the first time he’s had the keys to an all-electric car, and he was left feeling very impressed with how simple the VW is to drive. The smooth and refined powertrain makes it the perfect urban runabout for him and his family, and he’s convinced that it’d make a great starting point for any EV newbies.

However, despite improvements to the much-maligned infotainment system, Andy still felt that it was far from perfect, and quickly became frustrated with how long it took to complete simple actions. You can read the full long term test here… 

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Which Is Best

Cheapest

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    125kW Essential Pure 52kWh 5dr Auto
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Most Economical

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News reporter

As our news reporter, Ellis is responsible for covering everything new and exciting in the motoring world, from quirky quadricycles to luxury MPVs. He was previously the content editor for DrivingElectric and won the Newspress Automotive Journalist Rising Star award in 2022.

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