2024 (74) Volkswagen ID.7 210kW Match Pro 77kWh 5dr Auto

Volkswagen widens the aspirations for its all-electric luxury ID.7 with this more versatile Tourer version. Jonathan Crouch drives it.

Ten Second Review

The ID.7 Tourer aims to offer a slightly more versatile take on Volkswagen's largest ID electric model. As a plush compromise between a pricey large executive EV station wagon and a more compact EV estate, it certainly has its place.

Background

We've had large electric estates; like the BMW i5 Touring. And more compact ones - like the MG5 and station wagon EV versions of the Peugeot E-308 and the Vauxhall Astra Electric. Now time for something in-between. This Volkswagen ID.7 Tourer. As the name suggests, it's an estate version of the ID.7 hatch and enters production just as another similarly-sized large-ish Volkswagen - the Arteon Shooting Brake - leaves us. Being an EV, this Tourer isn't a direct replacement for the Arteon Shooting Brake (which was combustion-based and sometimes a PHEV). But the design spirit that links the two products is similar, even if the ID.7 Tourer is arguably less original to look at. That originality didn't help that old Arteon model sell in decent numbers though. Will this Tourer do better? Let's take a closer look.

Driving Experience

As with the hatch, there are three ID.7 Tourer variants from which to choose. All mainstream sales will be of the two rear-driven versions, which both use a rear-mounted 286PS motor. Either the base 'Pro' model with a 77kWh battery and 372 miles of range; or the 'Pro S' version, which has a larger 86kWh battery with 422 miles of range. That bigger 86kWh battery is also used by the top dual motor GTX 4MOTION flagship model, which manages up to 357 miles of range and gets AWD courtesy of an extra motor at the front that boosts total output to 340PS. 0-62mph in the GTX Tourer takes just 5.5s, which is just over a second quicker than the single motor models, on the way to the 112mph top speed that all ID.7s share. Whatever your choice of ID.7, on the move you choose between four main drive mode options - 'Eco', 'Comfort', 'Sport' and 'Individual'. And if your Tourer features DCC Adaptive Chassis Control adaptive damping (which is optional with the single motor models), these settings will control ride quality too. Through the turns, this ID.7 really feels its long wheelbase size and prodigious 2.2-tonne weight, but thanks to the low centre of gravity and the grippy Bridgestone Potenza Sport tyres, there's plenty of cornering traction and a precise feel via the vegan leather steering wheel from the bespoke variable-assistance steering rack. Unlike on, say, a BMW i5 Touring, you can't add a rear-wheel steering system, but thanks to its rear-driven (so naturally tight-turning) format, this Volkswagen doesn't really need it. More significantly, unlike most rivals (but as usual with ID models), there's very little driver control offered here when it comes to regenerative braking settings - there's certainly no 'one-pedal'-style driving mode: just the usual gear selector 'B' setting, which noticeably increases off-throttle speed retardation.

Design and Build

This Tourer variant is less divisive-looking than its interestingly-styled Arteon Shooting Brake predecessor, which is disappointing but predictably necessary. A more significant comparison is with the current Passat, which is only offered in estate form. An ID.7 Tourer is shorter, wider and taller than that alternative Volkswagen combustion-powered model (which in PHEV form would be an interesting ID.7 Tourer alternative). This isn't one of those estates lengthened for extra practicality over the hatch model: the dimensions are identical to the standard ID.7 - 4,961mm long, 1,862mm wide and 1,536mm tall. Long-roof proportions accentuate a contrast-coloured top with subtle roof rails. And the rakish silhouette delivers a sleek 0.24Cd drag factor, just 0.1Cd more than the standard model. Inside up-front of course, it's the usual ID.7 design, which feels of much higher quality than any ID model to date, with plush materials and plenty of soft-touch surfaces. You'll notice that there's no big instrument screen (or smaller instrument screen pod as in other ID models). Instead, most of what you need to know is projected via the standard Head-up display, incorporating augmented reality tech. A small, minimalist instrument screen is retained in the line of the cabin's innovative 'Smart Air Vents' which (annoyingly) can only be angled via the central touchscreen, or by the 'IDA' voice control system. But just how practical is this ID.& Tourer? Let's finish with a look at that. The powered tailgate rises to reveal a parcel shelf that retracts back in two stages to reveal a 605-litre boot: that's only 73-litres more than you get with the hatch but is very class-competitive (35-litres more than you'd get in a BMW i5 Touring for instance), so should be enough for most families. Which is just as well because, as mentioned earlier, there's no under-bonnet 'frunk' space for the charging leads. Those have to go below this adjustable-height floor panel - and because of the raised height of the cargo base and the limited difference between the floor heights, they only just fit. There's a ski hatch, so longer items can be pushed forward between two rear-seated occupants. And cargo sidewall catches for when you need to flatten everything, at which point up to 1,714-litres of space will be freed up, with almost two metres of loading length.

Market and Model

At the time of this review in early Autumn 2025, ID.7 Tourer pricing was beginning from around £52,000, representing a £790 premium over what you'd pay for an ID.7 hatch. Prices at the time of this test started from around £52,000 for the base 77kWh 'Pro Match Plus' variant, rising to just over £55,000 for the 86kWh 'Pro S Match Plus' model. Going all-in for ID.7 Tourer ownership and choosing the top 'GTX Plus 4MOTION' model will require a £60,000 budget. If you're not completely wedded to the idea of having an EV but like the idea of having a Volkswagen estate of this size, you might also consider the eHybrid PHEV version of the brand's Passat, which offers 82 miles of battery range so could be used like an EV for much of the time and, as we filmed, was priced more affordably than an ID.7 Tourer, from around £44,000. The spec sheet won't put you off this Tourer because this ID.7 comes with plenty of standard kit. The 'Match Plus' trim of the two single motor models gets you 19-inch 'Hudson' alloy wheels, IQ.LIGHT LED Matrix headlamps, Keyless Access, a climate windscreen, rear privacy glass, a powered tailgate, all-round parking sensors, an alarm, a heat pump to preserve range in colder conditions, 'Park Assist Plus' to steer you into spaces and 'Driving Profile Selection' driving modes. Inside, 'Match Plus' trim gets you an Augmented Reality head-up display, 'Comfort'-spec seats with 'Artvelours' microfleece upholstery and, at the front, power-adjustment, heating and massaging. You also get an Area view camera, a 3-zone 'Air Care Climatronic' set-up and a 30-colour ambient lighting system. Media stuff is taken care of by a 15-inch 'ready 2 Discover' central screen with navigation, an 8+1 speaker audio system and VW's 'Wireless App-Connect' system for 'Apple CarPlay' and 'Android Auto'. Plus there's the usual 'We Connect ID.' app allowing you to remotely connect with your ID.7 via your smartphone.

Cost of Ownership

On to battery replenishment. The ID.7 can charge at up to 175kW in 77kWh 'Pro' form and up to 200kW in its two 86kWh guises. Volkswagen provides its EV owners with a 'We Charge' app that helps them find and use over 150,000 public charge points. Expect a 10-80% DC top-up in the 77kWh model to take 28 minutes from a public rapid charger - it's 26 minutes with the two 86kWh models. There's also battery pre-conditioning, which, once a charger destination is programmed into the navigation, readies the battery for maximum top speed charging capability on arrival. You can trigger that feature manually too. With the 77kWh model, AC charging at home via a typical 7.4kW wallbox takes 12 hours 15 minutes; which you can reduce to 8 hours by using an 11kW wallbox. With the 86kWh models, AC charging at home via a typical 7.4kW wallbox takes 13 hours 45 minutes; which you can reduce to 9 hours by using an 11kW wallbox. Volkswagen has done its best to help by providing its EV owners with a 'We Charge' app that helps you find and use over 150,000 public charge points. Expect a 10-80% top-up in the 77kWh model to take under half an hour from a public rapid charger. On the move, a standard 'Eco Assistance' feature draws on navigation data and road signs detected by the car's forward-facing camera so that if your ID.7 is approaching a bend or a town boundary, the system can visually indicate that you should lift off the accelerator. This apparently simple, yet complex calculation allows the car's drive system to perform optimum energy recuperation, thereby supporting optimum range performance. An ID.7 driver will enjoy lower maintenance costs than would be needed for a combustion model - obviously no oil changes are required and regenerative braking means that the brake pads are designed to last the life of the car. There's a fixed servicing schedule, with a basic inspection after two years (unlimited mileage) and subsequent services every year or 20,000 miles. There's the usual unremarkable three year / 60,000 mile Volkswagen warranty (the third year operated by the retailer).

Summary

Before the EV era, a large Volkswagen estate of this size and price wouldn't have stood much of a chance - as the disappointing sales figures of the old Arteon Shooting Brake showed. But customers planning to spend on a large EV of this sort are less badge-conscious these days, a mindset this ID.7 Tourer aims to capitalise on. You're obviously not going to be attracted to this car if you don't already like the ID.7 hatch it's based on. If you do, but need something a fraction more practical, an ID.7 Tourer might suit perfectly. There's just about everything here you'd get from a more expensive BMW i5 Touring. For not that much more than a well-specified Peugeot E-308 SW or Vauxhall Astra Electric Sports Tourer. It's the kind of car Volkswagen is very good at.