Volkswagen ID.3 Review 2026: Prices, specs & verdict

What is the Volkswagen ID.3?

We’re not exaggerating by saying that the Volkswagen ID.3 was meant to be the brand’s most important car of the 21^st century.

Launched in the UK in 2020 during a certain global pandemic, the ID.3 electric hatchback launched VW’s ‘third era’ after the Beetle in 1938 and the Golf in 1974. Essentially a new-era Golf EV, the ID.3 was a core part of the VW Group’s plan to sell up to three million electric cars by 2025.

That was then, and this is now. Sadly, the ID.3 didn’t quite have the massive impact it was meant to, and electric car sales in general grew more slowly than predicted. Still, the Group sold just under a million EVs in 2025, with the ID.3 its second most popular EV after the ID.4. That’s hardly a failure.

Nevertheless, Volkswagen has updated the ID.3 a few times over the last six years, with a facelift in 2023 and various technical and software upgrades. Another new version, called ID.3 Neo, is also due at the end of 2026.

But would we recommend holding out for the new one, or is this current model still well worth a look? Our in-depth review covers everything you need to know about the Volkswagen ID.3.

Verdict: is the Volkswagen ID.3 a good car?

It may not be the newest electric hatch on the block, but we reckon the updated Volkswagen ID.3 is well worth considering if you’re after a reasonably affordable, comfortable and roomy all-rounder. Sure, there are more interesting rivals with a longer range and better equipment, but the ID.3 still offers decent value.

Pricing, specs & rivals

Prices for a new Volkswagen ID.3 kick off at £30,860 at the time of writing. That’s almost £5,000 cheaper than a Cupra Born, though bear in mind that the VW comes in a lower spec with a smaller battery.

That base price is for bare-bones Pure Essential spec featuring the smallest 52kWh battery. While its steel wheels with wheel trims might be off-putting for some, but it still gets climate control, keyless entry and start, a 12.9in touchscreen, auto lights and wipers, power folding mirrors, all-round parking sensors and adaptive cruise control.

The next step up – Pure Match trim – is more appealing simply because of its 18in alloys, but for a reasonable £1,360 over Essential it seems good value with extra kit including privacy glass, wireless phone charging, a heated steering wheel, heated front seats, dual-zone climate control and a rear-view camera.

Upgrading to Pro Essential (from £35,740) or Pro Match (£36,660) brings the mid-size 59kWh battery pack but otherwise kit levels are the same as above.

The biggest battery Pro S model starts at £36,995, again with Essential or Match trim available. But Essential does receive chunky 20in two-tone alloys and automatic high beam in this version, while Match also adds matrix adaptive beam LED headlights. Match is perilously close to £40k here, however.

Topping the range is the ID.3 GTX Performance. From £46,325, it gets significantly more power and performance. It also comes with lots of extra goodies including upgraded front seats with electric memory adjustment, posher upholstery, a Harman Kardon sound system, adaptive dampers, upgraded ambient lighting and an augmented reality head-up display.

Rivals

The ID.3 has a lot more competition now than it did when it launched at the start of the decade. The closely related Cupra Born is well worth a look if a sportier design and feel appeals, while other electric hatch options include the MG4, Renault Megane E-Tech, Kia Niro EV, Peugeot e-308 and Vauxhall Astra Electric.

If you want something ID.3-sized but a bit more SUV-shaped, consider cars like the Volvo EX30, Jeep Avenger, Nissan Leaf, Leapmotor B10 and Ford Explorer. High-end versions also push prices into more premium territory, with low-end versions of the Mercedes-Benz CLA and Tesla Model 3 around the same price as the VW.

Volkswagen ID.3: Interior comfort, quality & technology

Volkswagen has always set high standards for interior quality, and the ID.3 initially disappointed on that front. Early cars had lots of hard, scratchy plastic on the doors and dash, and although there were some splashes of colour available it looked and felt like a step down from the Golf.

In 2023 VW replaced many of those hard finishes with softer, more tactile materials for the areas you touch more regularly. There are still a few cheaper bits dotted around, though, and overall a Megane E-Tech offers a nicer look and feel inside.

That said, lots of glass area helps keep the ID.3’s cabin bright, and aids visibility. The view forward is very good, with small quarterlight windows helping break the blind spot of the front pillars at junctions. The view out the rear is restricted due to a smallish window, but the Megane is even worse on that front and an MG4 isn’t much better.

The ID.3’s front seats are comfortable and the driving position is both well set-up and widely adjustable. The only is that adjustable lumbar support is part of an option pack, although this taller tester didn’t find that an issue for long distance comfort.

Infotainment, sat-nav, stereo and connectivity

Every ID.3 now comes with a 12.9in touchscreen infotainment system in a bezel jutting out the dash top. It’s bigger than the screen found in earlier versions, and easier to use on the move as a result.

When this car first launched its laggy, unresponsive screen, fiddly interface and touch-sensitive shortcut panel (which was bizarrely invisible at night because it wasn’t backlit) got plenty of stick. Things have improved, though.

The latest software makes the touchscreen faster and easier to use, and the menu layout now makes more sense. The touch panel underneath the screen is still more fiddly than physical buttons, but at least it’s now backlit. Of course, wireless Apple CarPlay and Android Auto are standard, but entry-level Essential makes you pay extra via the screen to unlock sat nav.

We still find the digital driver’s display behind the wheel a bit small and detail-light, but you can option a fancy head-up display that gives you plenty of information within your eyeline.

There are four USB-C sockets spread across the front and rear on the console between the seats. Audio-wise, the standard system only has speakers in the front, which is a very stingy cost-cutting choice. The eight-speaker Harman Kardon sound system is only standard on top-spec GTX trim.

How practical is the Volkswagen ID.3?

The Volkswagen ID.3’s dimensions of 4,264mm in length, 1,809mm in width and 1,568mm in height make it slightly shorter, wider and taller than today’s VW Golf, and a similar size to the MG4.

It might have less external length than a Golf but that electric power allows for better packaging, so it’s noticeably roomier inside. A pair of six footers will have loads of space to spare up front, with a bright and airy feel thanks to the big windscreen and low dashboard.

In the rear, too, even two larger adults will find a decent amount of space to spare. The ID.3 is more accommodating for four adults than the Renault Megane E-Tech or Vauxhall Astra Electric.

Early ID.3s with the bigger battery didn’t even have three seats across the rear bench due to there being too much weight over the rear axle. That changed with the 2023 facelift so all models are now five-seaters, although that middle seat is only comfortable for smaller adults or children.

Storage and boot space

There’s a decent amount of storage in the front of the ID.3, including reasonably sized door bins, a pair of open cupholders, a two-part tray area for a wallet and phone and a big sliding cubby between the seats where the USB-C ports are hidden. The armrests are mounted on the sides of the seat to free up that space.

There’s also a handy little net under the dashboard to stop loose items from rolling about. But one big downside is the ID.3’s glovebox, which is cut in half due to the fuse box taking up space.

In the rear the door bins are a decent size, while there’s some small pockets in the front seatbacks and a couple of cupholders. There’s also through-loading to let longer items in the boot sit into the cabin, although the seats only fold in a 60/40 split.

The ID.3’s 385-litre boot is about the same as a VW Golf’s. It’s slightly bigger than in an MG4, but not quite as generous as a Megane E-Tech’s boot. Most (but not all) ID.3s get an adjustable boot floor to remove the load lip and give you some underfloor storage.

Performance & drive: What is the Volkswagen ID.3 like on the road?

All versions of the ID.3 offer decently strong performance for the money – out accelerating the Vauxhall Astra Electric and on a par with the MG 4 and Renault Megane E-Tech.

Even the entry-level variant, with its modest 170hp, feels perfectly capable of keeping up with traffic and won’t feel out of its depth on the motorway.

The bigger battery Pro and Pro S variants up the output to 204hp, but there isn’t a significant difference in outright performance on the road. Still, they feel brisk enough.

If acceleration and driver appeal is a priority, then the ID.3 GTX is the one to pick. With 0-62mph coming up in a hot hatch-baiting 5.7 seconds it feels satisfyingly punchy, although a similarly priced Tesla Model 3 Long Range RWD is quicker still.

Many might expect the GTX model to feature all-wheel drive, but it’s still rear-wheel drive as with all other ID.3s. This means it doesn’t put its power down quite as effectively as the much faster MG 4 XPower, but the traction is still much better than a front-wheel drive alternative.

The ID.3 is easy to bring to a smooth stop most of the time thanks to a natural-feeling brake pedal, although when regenerative braking is being applied at the same time it can take some getting used to.

Regenerative braking is automatic thanks to a system that uses forward radar to detect cars slowing down up front, as well as sat nav data to predict junctions coming up, and apply regen to slow you down as you approach.

It takes learning, though, and switching it off using the touchscreen isn’t easy on the move. There’s only a single manually adjustable ‘B’ mode for stronger regen, and no full one-pedal driving.

Power, 0-62mph times (H4)

• Volkswagen ID.3 Pure: 170hp, 8.2 secs
• Volkswagen ID.3 Pro: 204hp, 7.6 secs
• Volkswagen ID.3 Pro S: 204hp, 8.2 secs
• Volkswagen ID.3 GTX: 316hp, 5.7 secs

Ride and handling

Compared to the Cupra Born, the Volkswagen ID.3 has a slightly more relaxed suspension setup prioritising comfort over handling. That means it’s great at ironing out the UK’s plentiful potholes and speed bumps, while feeling composed at higher speed.

This unflustered ride quality is at its best on models fitted with 18in wheels, with Pro S models introducing the odd thump into the cabin over sharp bumps. The GTX model adds adaptive dampers which helps take the edge off this in Comfort mode.

The thing is, even though the ID.3 is set up well for cruising about, it’s also a tidy handling car that offers some fun from behind the wheel. Granted, the Cupra Born is sharper with more steering feel, but there isn’t too much in it, while it’s a little more polished overall than an MG 4. As an all-rounder, we reckon the VW is still the electric hatch to beat when it comes to the driving experience.

The GTX doesn’t completely transform the driving experience, adding a bit more sharpness and making more of its rear-wheel drive layout. It’s not as exciting as a VW Golf GTI, though.

Noise and refinement

The ID.3 is a more refined car at speed than an MG 4, and on a par with the Renault Megane E-Tech and Kia EV4. Road noise isn’t intrusive even on the largest wheel option, although a little wind noise is evident at 70mph. The electric motors are very quiet even by today’s standards, meaning very little whine can be heard under acceleration.

Euro NCAP: is the Volkswagen ID.3 a safe car?

The ID.3 was tested by Euro NCAP for crash test safety back in 2020, where it achieved the maximum five-star rating. Impressively, it retained this top score when tested again in 2025 under tougher criteria, keeping it among the safest electric hatchbacks on sale.

Every ID.3 gets seven airbags and a wealth of safety kit including the usual autonomous emergency braking with pedestrian and cyclist detection, lane keeping assist, driver drowsiness monitoring and traffic sign recognition.

You do need to pay extra for kit such as a surround-view camera system, blind spot monitoring, rear cross-traffic alert and safe exit warning, though, regardless of which trim you choose.

Charging, range and running costs

The latest Volkswagen ID.3 is available with three different battery sizes. Earlier versions had different battery packs, so the range is slightly different.

Entry-level Pure models make do with a 52kWh usable battery, which promises a range up to 241 miles in official WLTP testing. That average by EV standards in 2026, with cheaper models like the BYD Dolphin and MG4 offering longer range versions.

Upgrading to Pro models increases the usable battery capacity to 59kWh – a modest boost given the extra price. That brings the official range up to 269 miles.

Finally, the ID.3 Pro S still delivers a competitive range thanks to its big 79kWh battery, boasting a range of up to 352 miles. That’s ahead of any version of the MG4, although it’s now been pipped by the new Kia EV4.

Unusually, the ID.3 GTX has a higher official range than the Pro S, despite having the same battery pack yet more power. VW claims a more efficient drive unit and improved thermal management results in the GTX getting an impressive official range figure of 371 miles.  

One disappointing element is that a heat pump, which more efficiently heats the cabin in cold weather than normal heating, remains an optional extra across the range.

Range on a charge (WLTP figures)

• Volkswagen ID.3 Pure: 241 miles
• Volkswagen ID.3 Pro: 269 miles
• Volkswagen ID.3 Pro S: 352 miles
• Volkswagen ID.3 GTX: 371 miles

Charging speeds for the ID.3 are competitive for the electric hatchback class despite the car’s relative age. Most people will find it can ‘refuel’ plenty quickly enough for longer journeys to not be a real burden.

The entry-level ID.3 Pure has a quoted peak charging speed of 145kW, and with a suitably fast public rapid charger that means a 10-80% charge in 26 minutes is theoretically possible.

The ID.3 Pro raises the peak charging speed to 165kW, allowing an even faster 10-80% charge time of 24 minutes where possible. That’s among the best at this price point.

Despite its considerably larger battery, the top-spec ID.3 Pro S takes a similar time to charge in theory. The quoted peak speed is 185kW, with a higher average speed across the charging curve allowing a 10-80% charge time in 26 minutes. That’s significantly faster than the biggest-battery Kia EV4.

All ID.3s feature 11kW home charging, as well as battery preconditioning allowing the car to ready the battery in preparation for charging to help achieve its peak speed. Vehicle-to-Load technology is only available on the very latest Pro S battery.

Charging speeds

(Figures from EV Database)

• 7kW charging: 10hrs 30 mins  
• 11kW charging: 7 hours
• 50kW rapid charger (10 to 80% charge): 64 mins
• 150kW+ rapid charger (10 to 80% charge): 26 mins

How much does the Volkswagen ID.3 cost to insure?

The Volkswagen ID.3 should be relatively cheap to insure for an EV in cheaper trims. The range kicks off from insurance group 20 for Essential Pure variants, rising to 21 for Match Pure and 25-27 for Pro variants.

Pro S versions bump that up further to 29/30, while GTX models sit in group 34. That’s about on a par with the Megane E-Tech and MG4, and the ID.3 should be a bit cheaper to insure than equivalent models from the latest Chinese brands.