Volkswagen has pulled back the curtain on the interior of its new ID. Polo, and the message is clear: buttons are back. The subcompact electric hatchback, set to launch in Europe this April with a starting price under €25,000 (approximately $30,000), represents a significant shift for the German automaker.
After years of customer complaints about touch-sensitive controls and buried menu settings in its ID.3 and ID.4 models, Volkswagen has loaded the ID. Polo with physical switches for climate control, window operation, volume, and track selection. Most notably, the controversial two-step window controls that required drivers to press a “Rear” button before adjusting back windows have been replaced with a traditional four-button layout on the driver’s door.
It’s a small change, but one that addresses a persistent frustration among VW owners. Volkswagen has previously acknowledged that removing physical buttons was a mistake. The ID. Polo is the clearest sign yet that the company means it.
The interior pairs a 10.25-inch digital instrument cluster with a 13-inch central touchscreen, but unlike previous ID. models, a dedicated row of climate buttons sits below the screen. Controls for fan speed, temperature adjustment, and hazard lights are all within easy reach. The touchscreen includes a fixed button bar for heated seats and climate fine-tuning, eliminating the need to dig through submenus.
The steering wheel features physical controls for cruise control and media functions, with additional volume and track buttons mounted on the center console. On certain trim levels, the digital displays can be configured to resemble the retro gauges of the original Golf hatchback—a nod to Volkswagen’s heritage that longtime enthusiasts will likely appreciate.
Built on Volkswagen’s new MEB+ platform, the ID. Polo measures 4,053 mm long, 1,816 mm wide, and 1,530 mm tall, with a wheelbase stretching 2,600 mm. Those dimensions are roughly identical to the combustion-powered Polo, but the electric architecture delivers meaningful interior gains. Volkswagen claims 19 mm more rear passenger space compared to the petrol model and a 24 percent larger cargo area—435 liters with rear seats up, expanding to 1,243 liters with them folded. The outgoing Polo manages just 351 liters. Curb weight lands at approximately 1,512 kg for models equipped with the smaller battery and 1,515 kg for the larger pack.
Volkswagen is offering two battery configurations. The entry-level option is a 37 kWh lithium iron phosphate (LFP) pack, while the higher-output trims receive a 52 kWh nickel manganese cobalt (NMC) unit. The larger battery delivers up to 450 kilometers of range under WLTP testing. Charging speeds differ between the two packs. The 37 kWh LFP battery supports DC fast charging at up to 90 kW, while the 52 kWh NMC unit can accept up to 130 kW. At peak charging rates, the larger pack should manage a 10 to 80 percent fill in roughly 20 to 40 minutes.
Four power outputs will be available at launch. The base motor produces 85 kW (116 PS), with a mid-range option at 99 kW (135 PS). A sportier 155 kW (211 PS) variant sits near the top of the lineup, while a full GTI model producing 166 kW (226 PS) will follow later. Volkswagen hasn’t released official acceleration figures for all trims, though the GTI is expected to hit 100 km/h in under seven seconds. Lower-powered versions will likely fall in the 8 to 10 second range.
Sustainability features extend beyond the electric powertrain. All interior textiles—including seats, door panels, headliner, and carpets—are manufactured from recycled polyethylene terephthalate, commonly sourced from PET bottles. Higher-specification models use Seaqual yarn for seat fabric, a material derived from recycled ocean plastic. Volkswagen says the cabin creates an “inviting and friendly atmosphere,” with fabric-covered dash panels, high-quality surfaces, and an electric sunshade for the panoramic glass roof.
Production will take place at the SEAT and Cupra facility in Martorell, Spain, keeping manufacturing within Europe. Battery systems will be supplied by PowerCo, Volkswagen Group’s dedicated battery subsidiary. The Martorell plant is currently expanding its battery assembly capacity to handle approximately 300,000 systems per year, supporting not just the ID. Polo but also the related Cupra Raval and Škoda Epiq models sharing the same platform.
The timing and pricing are deliberate. Chinese automakers have moved aggressively into Europe with affordable electric vehicles, applying pressure to legacy manufacturers. The MG4 starts from around €20,000 in some markets, while BYD’s Dolphin ranges from approximately €25,000 to €37,000 in Germany. By targeting a starting price under €25,000, Volkswagen is positioning the ID. Polo directly against these Chinese competitors. The company is betting that European manufacturing, brand trust, improved usability, and the efficiency gains of its new MEB+ architecture will justify any remaining price premium.
However, there is a catch for budget-conscious buyers. When the ID. Polo reaches European dealerships in April 2026, only the higher-specification variants will be available initially. The entry-level model carrying that headline €25,000 price arrives later in 2026, after the more expensive trims have had time in the spotlight—a common industry strategy to maximize early margins.
Volkswagen has not announced plans to bring the ID. Polo to the United States. The American market has historically shown less enthusiasm for subcompact vehicles, and current EV tax credit rules favor North American production. The final exterior design remains under wraps, though Volkswagen has indicated the production model will closely resemble the ID.2all concept shown in 2023.
