Latest news with #ID.Buzz
Engadget
29-05-2025
- Automotive
- Engadget
Volkswagen ID.Buzz review: A head-turning EV microbus with unfortunate flaws
While we're still waiting for a true electric minivan to hit the US, VW's microbus is close. It's a unique family hauler that'll definitely get your neighbors buzzing. No, seriously, during my week of testing I had over a dozen conversations with strangers who were fascinated by the One of my neighbors stopped their car dramatically when they saw it, backed up, and just had to give me a thumbs up and praise it as "cool as hell." My kids were similarly enamored, they loved its cute design and enormous interior space. In many ways, it's the family EV I've been dreaming of — something that could comfortably seat seven people and carry tons of cargo for road trips. Unfortunately, its high $60,000 starting price and relatively lackluster 234 mile range hold it back from true greatness. The VW does a great job of evoking the nostalgia of the classic VW microbus, but it's held back by its high price and driving range. $59,995 at Volkswagen Really, though, those issues were obvious when VW announced its US launch details for the last year. I was more intrigued to see if it was a complete flop for VW, or if there was something compelling about it despite those flaws. After testing the for a week, I've noticed one surprising thing: It makes everyone smile. It may not look exactly like VW's classic '60s microbus, but it elicits a similar amount of joy. And that's refreshing compared to the response I've seen to other large EVs like the Cybertruck (my son calls it the "ugly truck") and the ridiculous Hummer EV. Sure, it's sort of coasting on vibes, but the VW still has plenty of practical benefits if you don't mind the high price and charging a bit more often during road trips. And as I'll explain below, it'll likely be an enticing option once it hits the used market in a few years. Most cynically, the is an attempt to milk the brand nostalgia for VW's hippy-era Type 2 microbus. VW never quite gave up on those vehicles, but its later models dropped the cute rounded aesthetic and looked more like commercial vans. What makes the truly interesting is that it transforms a beloved classic into a cutting-edge EV, with an enormous infotainment screen and modern features like adaptive cruise control. It also makes a great first impression, since it doesn't look like anything else on the road. There's a rounded front end that evokes the playfulness of the original model, and its two-tone color design (on some trims) simply pops among a sea of boring (and often white) cars in traffic. Sure, VW has done this before, but the Buzz is still a great reminder that EVs don't have to look like traditional vehicles. There's no front engine to worry about, just a big battery and electric motors. In the Buzz's case, you can choose from rear-wheel drive and "4Motion" all-wheel drive dual motors, delivering 282 and 335 horsepower, respectively. Devindra Hardawar for Engadget The offers the seating of a minivan — with room for six to seven people depending on your configuration, and convenient sliding second-row doors — plus the height and storage capacity more akin to cargo vans. With all of its seats up, the Buzz offers an acceptable 18.6 cubic feet of storage, which is enough for a typical grocery run or a stroller and a diaper bag. Fold the third row down, though, and you get a far more useful 75.5 cubic feet of space. You could also remove the second and third row of seats entirely to get a massive 145.5 cubic feet of space. Funny enough, you could technically fit three people into the Buzz's third row, but US regulators have taken issue since that row only has two seatbelts. VW has recalled existing vehicles and says it'll be adding "unpadded trim parts" to reduce the seating area. Yes, it's the rare recall where you'll actually lose a bit of functionality in the name of safety. (Nobody is actually forcing Buzz owners to do that, though...) As for other niceties, the offers an enormous 12.9-inch infotainment screen (I've never seen Apple CarPlay look so big before), a smaller driving information screen behind the steering wheel and an optional heads-up display. There's also a panoramic sunroof option, which can't be opened but can be tinted to look opaque on demand. Our review unit didn't have that sunroof, unfortunately, and the interior certainly felt a bit gloomier because of that. If I were seriously considering the I'd argue the sunroof a is requirement. (Admittedly, it could be a problem if you're trying to get babies and toddlers to sleep, since the interior will never truly get dark. But kids outgrow napping fairly quickly, and it's easy to find canopies for car seats.) Devindra Hardawar for Engadget The best thing about the is the vibe you get while driving it around town. People will stop and stare at it, kids will point at it excitedly and harried parents will approach it like the monolith from 2001. It's as if VW's designers took Marie Kondo's advice to heart: It simply sparks joy. As I dropped off my son at daycare one morning, one of the school's admins dragged me outside and demanded to see the interior. "I wish I could retire in this thing and travel the country," she said. The is also very capable as an EV. Despite its large size, it's quick to accelerate and incredibly comfortable on the highway and bumpy roads. Parking was a bit annoying, but the Buzz was also easy to maneuver thanks to the large infotainment screen, which could display both single-camera and 360-degree overhead views at the same time. I had a much easier time backing into spots than I did with much smaller cars. The Buzz's large second row could easily fit three carseats side-by-side, assuming you get the models with the middle bench seat. I was able to hook up my son's carseat and my daughter's booster chair in a few minutes, without the finger-cramping I usually experience with my Volvo XC90 SUV. (One downside to the second row? You can't open its windows fully, instead only a smaller section of the windows open up.) Devindra Hardawar for Engadget I also instantly appreciated the Buzz's enormous storage area, as it was able to fit a large pile of charity donations that were sitting in my garage. That included a bike trailer for kids as well as an old high chair. We were able to fully load up the trunk with the third-row seats down, and there was still room in the second row for additional gear. That trip likely would have been possible with my Volvo, but it would have involved cramming in large items more creatively. With the I didn't break a sweat. Now that I'm several years into being a suburban dad with two kids ( sigh ), I've learned to appreciate the benefits of less flashy and more practical transportation. And there's no doubt the is useful. In addition to that donation drop-off, I was also able to comfortably pile my parents into the Buzz along with my kids for a day trip. My dad thought the third row was absolutely huge, and my mom had no trouble sitting in the second row alongside the child and booster seats. There's no other EV that's this flexible. The Rivian R1S is far more expensive, and the Kia EV9 is great but doesn't offer as much storage. And neither of those cars have minivan-like sliding doors, which are a life-saver in tight parking spots. There's no true EV minivan in the US at this point, the best you can get is the hybrid Toyota Sienna (which I loved) and the plug-in hybrid Pacifica (which I had to dump because of Chrysler's terrible build quality). Devindra Hardawar for Engadget The hardest pill to swallow with the Buzz is its $60,000 starting price, which can escalate to over $70,000 if you want all the fixins. Basically, it's a luxury curiosity for those who can afford it, not something that's easily attainable for everyone. Its price could be excused if the Buzz also offered everything we see in comparable EVs, but its short 234-mile range is just inexcusable when the EV9 can reach 309 miles for around the same price. For such a large vehicle, you'd think VW would be able to stuff in more batteries. Realistically, the Buzz's range only becomes a problem during long road trips, where you'll have to charge more often compared to other EVs. But that can be an annoying process, since you'll typically have to spend at least half an hour at a charging station to get ready for the next leg of your trip. VW says the Buzz can go from 10 to 80 percent charge on a 200 kW DC fast charger in 30 minutes, but those aren't available everywhere. One hour of level 2 AC charging got me 12 percent of additional battery life, while level 1 trickle charging at home added 20 percent of juice over 14 hours. It's also worth noting that range estimates vary dramatically in cold weather, or if you're cranking the Buzz's heat or air conditioning. That's why it's always smart to aim for as much range as you can, even if you don't think you'll be driving that much. Volkswagen Beyond the obvious problems, I also hated the Buzz's capacitive touch controls, which are spread across its steering wheel buttons, infotainment center and window controls. While there are indentations and a bit of haptic feedback when you hit something, like pumping up the volume or choosing the next music track via the steering wheel, it's hard to differentiate those controls from nearby capacitive buttons. It's far too easy to tap the cruise control functions while you're just trying to change the volume, and vice versa. Since it's hard to actually feel where certain buttons are, I found myself looking down to make sure I was hitting the right option, which is something I absolutely hate doing while driving. Similarly, trying to adjust HVAC settings on the bottom portion of the infotainment screen can easily trigger the capacitive buttons below them, which was another reason I had to occasionally take my eyes off the road. Thankfully, VW appears to be focusing on physical buttons for future vehicles, but owners are still left with a frustrating interface. The rearview mirror controls... how do they work? (Devindra Hardawar for Engadget) Here are just some of the ways the capacitive buttons infuriated me: It's difficult to turn on the cruise control and adjust your speed without looking down. It's tough to control the rear windows from the driver's seat, since it involves hitting a capacitive "Rear" button. There are only two controls for windows, so you have to choose between controlling the front and second-row windows. Even more annoying, the Buzz would sometimes disable the rear window option after a few seconds. I spent at least 10 minutes trying to figure out how the rear-view mirrors are controlled, and I still have no clue. It's an inscrutable combination of a joy-stick, turning dial and capacitive controls. At this point, given its price and range, the VW just doesn't make sense for most people. If you really want a three-row EV, you'll likely be better served by the Kia EV9 or the Hyundai Ioniq 9, which offer more range for a similar price. And if you absolutely need something that's like a minivan, the Toyota Sienna is hard to beat. While it's not a full EV, its hybrid setup still offers a healthy 36 MPG. But , I've also noticed that used EVs tend to drop in price far quicker than gas cars. You can currently find the Polestar 2, which launched at around $60,000, for $30,000 or less in the used market. While I can't guarantee the Buzz will drop that far, I wouldn't be surprised if we see used versions for around $40,000 in a few years. And at that point, it could be a decent purchase even with its relatively low range. Devindra Hardawar for Engadget It's clear that the is a big swing for VW, and it's truly unique since there aren't any EV minivans outside of China. It's just a shame that it's held back by some obvious issues. The is still undeniably useful though, especially if you don't plan on taking many road trips, so there's a chance it'll become more compelling as its price falls.
Yahoo
28-05-2025
- Automotive
- Yahoo
Volkswagen Will Use Real Names Again, and These Were Some of the Best
Volkswagen is now admitting its mistakes with the naming of its line of EVs. The ID.3, ID.4, and ID.7 aren't the worst we've seen, but the and ID.2all are just plain weird and utterly forgettable. It's too easy to forget what kind of vehicle goes with what name. Seriously, why couldn't Volkswagen call its electric minivan the Westfalia or something similar from its past? It has a retro style, so give it a name that's evocative, not strange. Now, the brand wants to pivot by returning to proper names, the kind that many brands abandoned over the past few decades. The guilty parties are the brands that have employed alpha-numeric model names in place of names with character, having copied the Germans' methodology. Car companies wanted to be viewed as cultured and sophisticated like the Europeans, but almost nothing dilutes a car's personality like getting rid of a proper name. Acura used to have great names like the Legend and the Integra (thankfully, it's back now), but moved to meaningless names like RL, CL, TL, et al. Mazda eliminated names like Tribute and Millenia in favor of 626, 6, CX-5, CX-9, and so on. Cadillac used to have the DeVille, the Eldorado, and even the Allante. Okay, so we don't miss the Cimarron or the Catera, but at least we remember what those cars looked like. Thankfully, it still has the Escalade. When Lexus and Infiniti emerged as luxury sub-brands, they went right to alpha-numeric names without hesitating. The LS, SC, RX, and ES were born, and Infiniti's Q, J, QX, FX, and M names weren't much better. When Genesis hit the scene decades later, it did the same with its G80, then G70, G90, GV70, GV80, and the electric GV60. Then, there are just plain confusing ones that don't roll off the tongue. The BMW X5 sounds fine, but transmogrify it into the BMW X5 sDrive40i? Really? Enough already with all the letters and numbers. How about a real name? We love it when automakers do the right kind of course correction, and we get that naming vehicles presents challenges. Model names should be unique and evoke the brand identity well, but that doesn't mean the results are always worthy of respect. According to Volkswagen, 'ID' stands for 'Intelligent design, identity and visionary technologies'. Snooze. Where's the passion? The 'ID.' style naming convention isn't widespread across VW's stable, but it dominates its EVs. The brand still has the Golf, Jetta, Taos, Tiguan, and Atlas (no one misses names like the hard-to-pronounce Touareg or the tepidly labeled Passat), but it recognizes that the ID. vehicles lack some naming verve. VW's head of marketing and sales, Martin Sander, stated to the German publication Auto Und Wirtschaft: "The cars will get proper names again. Neither the ID. 2all nor the ID. Every1 will have those names in series production. We'll announce that when the time comes." What the revised EV names will be is unknown, but we know that the current ones really need to go. You can't just slap an "ID" and a "." along with goofy made-up words tacked on in hopes that customers will know what they are. They sure won't go down in history as great car names. Here are some of the best names from Volkswagen's illustrious past that we think should make a resurgence. The Rabbit name never should've disappeared. It was used for the first generation of the North American Golf, and was cute and memorable, more than even the iconic Golf. It was boxy-handsome, fun to toss, and very affordable. VW would earn the praise of just about everyone if it brought back the name. Of course, the Golf "Rabbit" is perfect for the upcoming ID. Every1. The Scirocco (shir-ROC-o) is probably the best name VW ever came up with. It comes directly from a Mediterranean wind, and boy, does it sound cool. Also known as the Type 53, the two-door, front-wheel drive hatchback was meant to be a successor to the Karmann Ghia coupe and a sportier alternative to the more economical Golf. Please, VW, put it on the ID. CODE and bring that China-only EV here. The name alone would make it sell. The Corrado was the successor to the Scirocco, but it didn't last long in the United States. It briefly sold next to the outgoing Scirocco, but its price and limited practicality prevented wider appeal. Its last year stateside was 1994, and the two-door, front-wheel drive hatchback never had a successor. The name came from the Spanish verb "correr" (to sprint), and boy, did it leave quickly. The Corrado name would be a great replacement for the ID. CROZZ 2-door electric crossover. Ok, so we're not 100% behind this one, but hear us out. The originally military-use vehicle isn't pretty by any means, but the name is totally memorable. Otherwise known as the Volkswagen Type 181, it was originally created as a semi-amphibious vehicle for the West German Army. We don't doubt that any modern Volkswagen would look prettier than this boxy SUV inspired by cardboard boxes, but we could definitely see a boxy Jeep-style electric SUV with the "Thing" name slapped on it. It would be perfect if the ID. LIFE concept was brought to life. We get that the future of automotive is electric, but that doesn't mean VW's EV names have to suck. Finally, someone higher up in the Volkswagen ranks is talking sense, and maybe other automakers will follow suit. Is it marketing suicide to change names midstream? Not necessarily. It could be risky, but it's been done before. VW would be making a smart move, in our opinion, and properly done names could make their vehicles more easily identifiable and memorable. Volkswagen Will Use Real Names Again, and These Were Some of the Best first appeared on Autoblog on May 28, 2025
Miami Herald
28-05-2025
- Automotive
- Miami Herald
Volkswagen Will Use Real Names Again, and These Were Some of the Best
Volkswagen is now admitting its mistakes with the naming of its line of EVs. The ID.3, ID.4, and ID.7 aren't the worst we've seen, but the and ID.2all are just plain weird and utterly forgettable. It's too easy to forget what kind of vehicle goes with what name. Seriously, why couldn't Volkswagen just call its electric minivan the Westfallia or something similar from its past? It has a retro style, so give it a name that's evocative, not strange. Now, the brand wants to pivot by returning to proper names, the kind that many brands abandoned over the past few decades. The guilty parties are the brands that have employed alpha-numeric model names in place of names with character, having copied the Germans' methodology. Car companies wanted to be viewed as cultured and sophisticated like the Europeans, but almost nothing dilutes a car's personality like getting rid of a proper name. Acura used to have great names like the Legend and the Integra (thankfully, it's back now), but moved to meaningless names like RL, CL, TL, et al. Mazda eliminated names like Tribute and Millenia in favor of 626, 6, CX-5, CX-9, and so on. Cadillac used to have the DeVille, the Eldorado, and even the Allante. Okay, so we don't miss the Cimarron or the Catera, but at least we remember what those cars looked like. Thankfully, it still has the Escalade When Lexus and Infiniti emerged as luxury sub-brands, they went right to alpha-numeric names without hesitating. The LS, SC, RX, and ES were born, and Infiniti's Q, J, QX, FX, and M names weren't much better. When Genesis hit the scene decades later, it did the same with its G80, then G70, G90, GV70, GV80, and the electric GV60. Then, there are just plain confusing ones that don't roll off the tongue. The BMW X5 sounds fine, but transmogrify it into the BMW X5 sDrive40i? Really? Enough already with all the letters and numbers. How about a real name? We love it when automakers do the right kind of course correction, and we get that naming vehicles presents challenges. Model names should be unique and evoke the brand identity well, but that doesn't mean the results are always worthy of respect. According to Volkswagen, 'ID' stands for "Intelligent design, identity and visionary technologies". Snooze. Where's the passion? The "ID." style naming convention isn't widespread across VW's stable, but it dominates its EVs. The brand still has the Golf, Jetta, Taos, Tiguan, and Atlas (no one misses names like the hard-to-pronounce Touareg or the tepidly labeled Passat), but it recognizes that the ID. vehicles lack some naming verve. VW's head of marketing and sales, Martin Sander, stated to the German publication Auto Und Wirtschaft: "The cars will get proper names again. Neither the ID. 2all nor the ID. Every1 will have those names in series production. We'll announce that when the time comes." What the revised EV names will be is unknown, but we know that the current ones really need to go. You can't just slap an "ID" and a "." along with goofy made-up words tacked on in hopes that customers will know what they are. They sure won't go down in history as great car names. Here are some of the best names from Volkswagen's illustrious past that we think should make a resurgence. "Rabbit" (1975 - 1984) should replace the "ID. Every1" The Rabbit name never should've disappeared. It was used for the first generation of the North American Golf, and was cute and memorable, more than even the iconic Golf. It was boxy-handsome, fun to toss, and very affordable. VW would earn the praise of just about everyone if it brought back the name. Of course, the Golf "Rabbit" is perfect for the upcoming ID. Every1. "Scirocco" (1974–1992) should replace the "ID. CODE" The Scirocco (shir-ROC-o) is probably the best name VW ever came up with. It comes directly from a Mediterranean wind, and boy, does it sound cool. Also known as the Type 53, the two-door, front-wheel drive hatchback was meant to be a successor to the Karmann Ghia coupe and a sportier alternative to the more economical Golf. Please, VW, put it on the ID. CODE and bring that China-only EV here. The name alone would make it sell. "Corrado" (1988-1995) should replace the "ID. CROZZ" The Corrado was the successor to the Scirocco, but it didn't last long in the United States. It briefly sold next to the outgoing Scirocco, but its price and limited practicality prevented wider appeal. Its last year stateside was 1994, and the two-door, front-wheel drive hatchback never had a successor. The name came from the Spanish verb "correr" (to sprint), and boy, did it leave quickly. The Corrado name would be a great replacement for the ID. CROZZ 2-door electric crossover. "Thing" (1968–1983) should replace the "ID. LIFE" Ok, so we're not 100% behind this one, but hear us out. The originally military-use vehicle isn't pretty by any means, but the name is totally memorable. Otherwise known as the Volkswagen Type 181, it was originally created as a semi-amphibious vehicle for the West German Army. We don't doubt that any modern Volkswagen would look prettier than this boxy SUV inspired by cardboard boxes, but we could definitely see a boxy Jeep-style electric SUV with the "Thing" name slapped on it. It would be perfect if the ID. LIFE concept was brought to life. We get that the future of automotive is electric, but that doesn't mean VW's EV names have to suck. Finally, someone higher up in the Volkswagen ranks is talking sense, and maybe other automakers will follow suit. Is it marketing suicide to change names midstream? Not necessarily. It could be risky, but it's been done before. VW would be making a smart move, in our opinion, and properly done names could make their vehicles more easily identifiable and memorable. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Tom's Guide
17-05-2025
- Automotive
- Tom's Guide
I drove the 2025 Volkswagen ID.Buzz for a week — and it gets more attention than any other EV on the road
In my 10 months of test driving EVs, only one kind of vehicle has eluded me: an all-electric van. Well, that wait is finally over because the 2025 Volkswagen is now commercially available for purchase. And you know what? It's the EV that's getting the most attention, far more than any luxury vehicle I've tested. That's because the is unlike any other electric vehicle on the market, and in my week's worth of testing it, I cannot tell you how much of a deep impression it has made across multiple generations. Quite frankly, Volkswagen's making it cool again to drive a van on the road — complete with a modern makeover that will make you do a double take. Even though there's an undeniable amount of buzz surrounding it, the $59,995 starting cost of the base trim makes it a pricey investment. That goes up to $67,995 for the Pro S Plus with 4MOTION trim that I test drove for a week, which comes with a stronger electric motor and an EPA-estimated range of 231 miles. 2025 Volkswagen ID. Buzz Pro S Plus 4MOTION Battery 91 kWh Motor Dual electric motors Range 231 miles Horsepower 335 hp Wheels 20-inches MSRP $67,995.00 Despite being one of the taller and longer EVs I've driven all year, the 2025 Volkswagen Pro S Plus with 4MOTION manages an average efficiency of 3 mi/kWh — that's with 270 miles of driving it for the week. This means that it's very possible to go beyond the 231 miles of range it's rated for, assuming that it could sustain that 3 mi/kWh efficiency. While this turns out to be better than I expected, the range is still considerably low compared to other EVs I've tested, like the much cheaper Chevrolet Equinox EV. Then again, I managed an efficiency of 4.1 mi/kWh driving 7 miles of local driving, while my best long distance efficiency came out to 2.9 mi/kWh driving a total of 60 miles. Compared to other large-sized EVs I've tested so far this year, the ID. Buzz is actually pretty good with its efficiency, considering it offers 3-row seating. The Level 1 charging speed isn't bad at the rate of 2.66 mi/hr, but if you intend on driving a lot each day, I highly recommend installing a Level 2 charger at home. Basically, it added back 30 miles of range to the with 11.2 hours of charging. If your daily work commute is short, say 10 miles round trip, you could suffice with Level 1 charging. 2025 Volkswagen ID. Buzz Pro S Plus 4MOTION 2025 Rivian R1S Tri-Motor 2025 Chevrolet Equinox EV LT Total miles driven 270 miles 413 miles 351.6 miles Average Efficiency 3 mi/kWh 2.46 mi/kWh 3.5 mi/kWh Best long distance driving efficiency 2.9 mi/kWh (60 miles of distance) 3 mi/kWh (34.6 miles of distance) 3.7 mi/kWh (32.9 miles of driving) Best short distance driving efficiency 4.1 mi/kWh (7 miles of distance) N/A 4.5 mi/ kWh (16 miles of driving) Level 1 charging rate 2.66 mi/hr 2.32 mi/hr 3.96 mi/hr Without a doubt, the quirky design of the 2025 Volkswagen is its biggest draw — mainly due to how it takes the iconic design of the Volkswagen Bus and reimagines it with a modern touch. I know it also helps that it's available in a handful of colors, like the Pomelo Yellow Metallic and Candy White trim of my loaner. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. A post shared by John Velasco (@john_c_velasco) A photo posted by on On the road, it received more attention from other drivers than any other EV I've tested to date — which inspires a lot of nostalgia from baby boomers and Gen Xers. I've had a couple of instances when other drivers would pull up by me, only to tell me how much they love this redesign. Just check out the video above to see exactly what I mean. I'm an older millennial and I can appreciate how its design casts a deep impression across all generations. Prior to this, the only other van I've tested in the last year is the Chrysler Pacifica Plug-In Hybrid. I was anticipating it to be a challenge to drive, since the is longer and surprisingly just as tall as other all-electric pickup trucks I've driven — like the Chevrolet Silverado EV. But despite this, I have to say that the Volkswagen drives smoothly and has a decent turning radius. On the highway, its 335 hp performance from its dual electric motors allow it to accelerate effortlessly, while the steering is responsive enough to take turns without much effort. I would recommend, though, to drive it in B mode because this effectively engages the regenerative brakes. This all-electric van begs to be driven for long distances, which is why I appreciate how well its adaptive cruise control works. Once activated, it takes control of the steering wheel to keep it centered in the lane, along with applying the necessary braking and acceleration to maintain its cruising speed. I also like how this adaptive cruise control system is pretty quick to respond to other cars coming into my lane. Not only does it brake to keep its distance when this happens, but it doesn't slam the brakes as hard as other EVs. On top of that, it gradually accelerates to get up to cruising speed rather than doing it abruptly. And finally, I find the heads-up display helpful in keeping my eyes more focused on the road than looking down at the driver's display. Your passengers can relax in style with the 2025 Volkswagen Pro S Plus with 4MOTION because it packs second-row captain's chairs that make it feel like they're sitting in first class on a flight. There's only two seats for the second row, which can recline to make them more suitable for those naps on the road, but there's an opening in between that allows easy access to the third row. Speaking of the third row bench seating, there has been a recall recently for the because it's deemed too wide and doesn't comply with the current standards — which is odd because you'd think that this would've been caught earlier in the development process. Regardless, I thought they're much more comfortable than the other vehicles with third-row seating. Not all vans have second row windows that can open, but the Volkswagen has a neat take with its power sliding windows. They don't technically open down like your traditional rear windows, but rather the glass cutout slides out — which I'd say is another design quirk that makes it intriguing. Bigger vehicles like this tend to sacrifice efficiency for the utility of carrying more passengers, but the Volkswagen manages 3 mi/kWh efficiency. That's the target I want all EVs to strive for at this point, as there are still few that exceed the 4 mi/kWh range — like the Lucid Air Pure. What's notable about my 3 mi/kWh average efficiency driving the for a week is that it could theoretically hit a range of 273 miles based on its 91 kWh battery. This actually beats the manufacturer's EPA-estimated claim of 231 miles. I'm always in awe whenever I unlock the Volkswagen with the key fob because I'm treated to a short lighting sequence that shows off its adaptive LED headlights. Even better is the dynamic cornering lights that kick on and throw additional light whenever I take turns — so that I can see a bit more of the road to my left or right. Speaking of range, it's really short and puts it at a disadvantage over other EVs similar to its size. This kind of EV begs to be driven for vacations and long distance trips, but its EPA-estimated range of 231 miles limits how far and longer you can drive with it before it needs to be charged. For example, the 2025 Cadillac Optiq packs a slightly smaller 85 kWh battery, but it's rated for 302 miles. Due to how it prioritizes passenger space on the inside, the trunk is obscenely small — albeit, I do like the small cubbies that act as storage. I struggled with this because there wasn't enough space for a big grocery trip, so I ended up having to stow them in the second row. I could pull down the third row seats to make more room for the trunk, but then it becomes more of a hassle of constantly putting them back up. Although it's a modern van in how it's designed from the inside and out, I think Volkswagen is missing an opportunity to draw more people into choosing the I could very well see the for campers and van life folks, but it would be nice to have other trims that would cater to their needs more — as opposed to being a passenger vehicle for carrying a lot of people. I think it would be attractive if there was a camper trim version that strips out the premium seats on the inside to make more room. At this point, you'd have to do some extra work into converting the current trims to an ideal camper. People can't get enough of the 2025 Volkswagen It's cool, hip, and different all at the same time. Plus, it certainly boosts the interest around making more all-electric vans because this is one area that's sorely lacking with options. I can't tell you enough how people have a deep connection to the because it got more compliments and interest from random strangers than all the other EVs I've driven this year, combined. While it's still more expensive than the average EV, I think it's reasonable given the premium features that come with it — and how cool looking it is to drive. I just want more trim options, so that owners don't have to do more work (and potentially more money) to get it to exactly what they want.
Yahoo
13-05-2025
- Automotive
- Yahoo
Volkswagen and Uber to test, deploy robotaxis
This story was originally published on Automotive Dive. To receive daily news and insights, subscribe to our free daily Automotive Dive newsletter. Volkswagen and Uber inked a partnership to offer robotaxi service on the Uber app via thousands of the automaker's ID. Buzz vans, the companies announced April 24. Testing with human operators is set to begin later this year. The companies anticipate launching the service in Los Angeles in 2026 before expanding to other U.S. locations over the next decade. Volkswagen's all-electric ID. Buzz, a retro-styled minivan with a design based on the classic Volkswagen bus, can seat up to seven passengers. It was first available for sale in the U.S. in 2024. Volkswagen's ride pool and autonomous mobility arm, MOIA, will be responsible for the van's self-driving technology and the software to deploy the vehicles on the Uber platform. The subsidiary has been developing and testing autonomous ride pool service in Hamburg, Germany, since 2021. Automakers have increasingly tapped strategic partnerships such as the one between Volkswagen and Uber to expedite deployment of autonomous technology. For example, robotaxi company Waymo has partnered with Jaguar to expand its self-driving ride hail service in a handful of U.S. cities and it recently announced a partnership with Hyundai to install fully autonomous driving technology in the Ioniq 5. And in August 2024, General Motors announced a partnership with Uber through GM's robotaxi subsidiary Cruise—before the automaker stopped funding Cruise in December 2024, citing an 'increasingly competitive robotaxi market' and a new focus on autonomous driving for personal vehicles. 'Volkswagen is not just a car manufacturer—we are shaping the future of mobility, and our collaboration with Uber accelerates that vision,' Christian Senger, CEO of Volkswagen Autonomous Mobility, said in a statement. He added that Volkswagen combines 'high-volume manufacturing expertise with cutting-edge technology and a deep understanding of urban mobility needs.' With thousands of ID. Buzz vans on U.S. city streets, the partnership could also draw more customers to the ride hailing service as well as buyers for VW's EV microbus. 'Through our work with Uber, we'll introduce the ID. Buzz, the reimagined version of the iconic Microbus in all-electric form, to a growing number of riders in the years to come,' said Kjell Gruner, Volkswagen Group of America president and CEO. Recommended Reading NHTSA seeks to fast-track AV deployment Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
