Volkswagen ID.5

The key change made as part of this further ID.5 update lies with a bigger entry-level battery pack, increased from 52kWh to 58kWh in size.

That's improved range of course - from 227 to 272 miles (the latter figure 7 miles more than an equivalent ID.4).

The slightly bigger pack necessitated the need for slightly more output from the rear-mounted motor, which previously delivered 170PS but now offers 190PS.

The larger battery pack is now 79kWh in size but works with the same 286PS rear motor and the range figure has risen from 344 to 351 miles.

The old 77kWh battery is retained only for the top twin motor GTX 4MOTION variant, which offers 340PS and a range of up to 331 miles. The ID.5 GTX (which makes 62mph in 5.4s) gets a special downforce package, consisting of a larger spoiler and diffuser, to aid high speed stability.

And the chassis has been tuned to handle the extra performance, plus there's lowered suspension and upgraded brakes.

And customers can order the brand's 'DCC' adaptive damping system too.

The steering is Volkswagen's 'Progressive' set-up (where the ratio becomes more direct as the wheel is turned). Whatever variant you choose, the whole ID.5 experience should be familiar if you've tried one previously.

If you haven't, there's a bit to adapt to if this is your first experience of EV motoring.

No gearstick, no handbrake, no ignition key and just the sound of silence as the fixed ratio transmission blends an almost endless wave of torque into meaningful and surprisingly rapid forward progress. Like Volkswagen's original post-war Beetle, base versions of this car are rear-driven and when you drive such an ID.5 in town, you quickly realise the real advantages of placing the powertrain - the electric motor and its associated single-speed auto gearbox - on the back axle, thereby freeing up the front wheels for steering duties; the result is a London taxi-like 10.2-metre turning circle.

Beyond the city limits, that drive format allows for a near-50:50 almost perfect weight distribution which, together with the low centre of gravity provided by the central battery pack placement, helps disguise the portly weight this SUV must carry around.

Traction through the turns is excellent and body roll is checked by firm damping cleverly engineered for suppleness over poor surfaces.

All of which ought to provide the recipe for a decently sporting EV - and in some ways it does.

There are no significant exterior visual changes to this further updated ID.5.

As before, the coupe-like looks mean the car certainly has a dash more pavement presence than its ID.4 SUV stablemate; and a more slippery 0.26Cd drag factor too, though that only fractionally boosts its driving range.

Inside, there's a 12.9-inch infotainment central touchscreen, with simple menus, an intuitive control structure and a responsive IDA voice assistant.

This offers functions including cloud-based weather information and the status of sporting events or stock market prices.

You still have to put up with a very small (5.3-inch) instrument display.

But the wheel's thankfully no longer embellished with fiddly touch-sensitive buttons, finally replaced by physical switches.

Once you're settled behind that wheel, the wide, narrow 'ID.Light' strip that's fitted to plusher models will indicate the car's readiness to drive - it's difficult to see in day light but will be a real talking point at night as it colourfully indicates key driving functions.

Another hi-tech feature we really like is the impressive augmented reality head-up-display, which artificially projects key information and navigation commands straight onto your view of the road ahead.

At the back, there's comfortable space for a couple of adults (though it'd be a squash for three).

In terms of space of your legs and knees, as in the ID.4, it's all very impressive - as so often these days in a mid-sized EV uncompromised by the packaging needs of a combustion powertrain.

You'd expect the effect of the tapering roof line to be a reduction in boot space, but actually, the 549-litre capacity figure up to the level of the parcel shelf is 6-litres more than you get in an ID.4.

The cargo area's extendable to 1,561-litres when you fold the rear seats.

Prices (identical to those of the ID.4) start from around £37,000 and you'll be able to reduce this because this Volkswagen continues to qualify for the government's £1,500 Electric Car Grant with the 58kWh battery model and the base-spec version with the larger 79kWh battery.

Talking of spec, five trim levels are currently available in the UK, with most sales accounted for by the most affordable variants, the base 79kWh 'Pro Essential' and the (more expensive but more highly-equipped) 58kWh 'Pure Match'.

Beyond that there's no grant aid, so a big price jump to the plusher 79kWh 'Pro Match' and 'Pro Black Edition' varaiants; and the 77kWh 'GTX Edition 4MOTION' model, that top GTX costing nearly £55,000.

The GTX is the only variant that can be had with Volkswagen's (desirable) DCC adaptive damping system. All ID.4s come with full-LED headlamps, LED tail lights, rain sensing wipers, all-round parking sensors, heated windscreen washer jets, an alarm and wheels of at least 19-inches in size.

Inside, all versions feature the 'ID.Light', a wide, narrow light strip under the windscreen that assists the driver by flashing or moving in different colours to draw attention to various functions.

There's also an 'Air Care Climatronic' 2-Zone air conditioning system, a leather-trimmed and a heated multi-function steering wheel.

The upholstery is a smart alcantara-like 'Art Velours' microfleece and the front seats are heated, plus there's an auto-dimming rear view mirror, an electric auxiliary air heater, a wireless smartphone charger and an ambient lighting set-up with up to 30 colour options.

And you get a Vehicle-to-Load system that allows you to plug external devices into the vehicle's drive battery.

As we said in our 'Driving' section, driving range with the smaller-battery 58kWh version of this improved ID.5 has increased significantly to as much as 272 miles, 79 miles less than the 79kWh version.

To achieve the quoted range figures, you'll need to frequently use the provided 'Eco' drive mode setting, ideally in combination with the available 'B' regenerative braking function, which slows the car significantly when you come off the accelerator. DC charging speeds aren't particularly fast, rated at just 105kWh for the 58kWh model.

The 79kWh battery DC-charges at up to 183kW and the 77kWh GTX AWD model DC-charges at up to 185kW. If you're AC charging from home, then for a full charge with the smaller battery 58kWh model, you'll need 7 hours 30 minutes (or 5 hours 30 minutes with an 11kW three-phase supply).

With the 79kWh battery, you'll need 12 hours 40 minutes (or 8 hours with an 11kW three-phase supply). As always with any EV, you'll also make savings in BiK payments (rated at 4% until April 2027).

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).

And as usual with an EV, the battery pack is warrantied to have at least 70% of its usable capacity after eight years or 100,000 miles.

You have to wonder exactly how many people will be in the market for a car like this, right here, right now.

And how many of the people that are will decide that they want this car, rather than its identically engineered and similar-looking VW Group cousins, the Skoda Enyaq Coupe and the Audi Q4 Sportback e-tron.

Not to mention the also similarly-engineered and SUV Coupe-like Ford Capri and CUPRA Tavascan.

But the Volkswagen brand remains committed to broadening its EV line-up no matter what and this further improved ID.5 certainly provides a sleek-looking halo model for ID.3 hatch owners to aspire to. Especially in top GTX form, where the AWD system and its extra power create a significantly more aspirational and pleasing package than is the case with the ID.4 GTX.

You might really desire an ID.5 GTX, rather than merely graduate into one - and that's a crucial difference.

Whether the ID.5 package as a whole is desirable enough to suit its premium price point remains another question.

We'll let the market answer that one.