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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.
Forbes
26-03-2025
- Automotive
- Forbes
7-Seater Is Finally What The VW ID. Buzz Should Have Been At Launch
When the VW ID. Buzz arrived in 2023, everyone loved the way it looked. When I test-drove it, no other car evoked so many positive comments from passersby and friends. However, it felt like an unfinished product. This was the five-seater. It had loads of luggage space, but the lack of a third row of seats was a missed opportunity, and there were other niggles too. Now, at long last, the seven-seater long wheelbase version has arrived in the UK. I got to spend some quality time with it. I didn't really want to give it back. With the introduction of the seven-seater version of the ID. Buzz, there are now four body variants for the van. The original five-seater version remains with the short wheelbase chassis, but this has been joined by a six-seater using the short wheelbase, a six-seater with the long wheelbase, and a seven-seater variant using the long wheelbase. The long wheelbase is slightly shorter in the US. The powertrain has also been upgraded across the board. The original 204 PS rear motor has been significantly improved to Volkswagen's latest AP550 286 PS unit – a 42% increase in power. The five-seater partners this motor with a 79kWh (net) battery, up from the 77kWh unit of the original Buzz. The six-seater can also use this battery, or you can opt for an even bigger 86kWh unit, which also necessitates the long wheelbase. The seven-seater only comes with the larger battery. There are then Life and Style equipment levels to choose from. Topping off the range is a GTX 4MOTION ID. Buzz, which offers dual motors and all-wheel drive providing 340 PS. This variant is also available with all four body variants. There are commercial versions of the VW ID. Buzz that go head-to-head with cargo-focused electric vans such as the Farizon SV, but the Volkswagen is more general-purpose in focus. The six- and seven-occupant versions now have a third row of seats. With the seven-seater, there are three places in the second row, then you can flip the seat on either side forward to enable access to the third row, which only has two. These aren't small with limited head and legroom like on many seven-seater SUVs, such as the Mercedes EQB. They are perfectly comfortable for adults and offer almost as much space as the second row. The middle seat in the second row is also almost as wide as the outer ones, meaning it's viable to have three adults side-by-side. The downside is that the back doesn't fold forward to make an armrest with cupholders. Instead, passengers in this row will have to use the aircraft-style tray tables integrated into the seats in front for their cups. The third-row passengers have cupholders in the side panels. One of my biggest gripes with the original five-seater Buzz was the lack of ventilation for rear-seat passengers. That has now been remedied, and very well indeed. There are vents available for both rear rows, and the climate control is quad-zone, giving the second-row passengers on each side their own ceiling-based controls to change temperature and fan speed. The side doors are motorized, too, and are a bit wider than on the five-seater to facilitate access. The VW ID. Buzz seven-seater is a very comfy form of transport for seven adults but it's the cargo carrying capacity that makes this vehicle so very special. With all three rows of seats in place, the luggage space in the back is a hatchback-like 306 liters. But you can of course drop the third row of seats forward to provide 1,340 liters, around the same as a compact station wagon. There's a shelf behind that, which ensures the floor of this space is still flat. Two storage bins underneath provide space for charging cables and other vehicle paraphernalia. If you need a bit more capacity and only have two people in the car, you can also drop the second row of seats forward, with a 60/40 split. That makes 2,469 liters of cargo space, which is 350 liters more than the five-seater. Still not enough for you? That shelf, the bins, and both the third-row seats can all be removed. Unlatching the seats is easy but they are heavy, so you will need to be strong to carry them out. This gives you a massive total space. Of course, you can take out the third row and still have five seats, while having as much luggage space as most SUVs – when they're carrying just two people. The ID. Buzz doesn't have the natty array of buttons found in the back of the Kia EV9 to operate its seven-seat system. But then it doesn't have the space available with the Buzz. By removing the third row of seats and dropping forward the 60% portion of the second row, I was able to transport all the pieces for a London art fair, along with myself and two passengers. If that's not enough, an optional £980 towbar is available. A button drops this down, after which you must manually pull it until it locks into place. When not in use, it can be stowed back where it came from. The Buzz can tow 1,000kg braked or 750kg unbraked, so not enough for a caravan but a small boat or cargo trailer would be fine. The considerable extra power over the original Buzz is very noticeable with this upgraded version. The launch version took a pedestrian 10.2 seconds to reach 62mph, but the new seven-seater drops this to 7.9 seconds, which a decade ago was considered quite quick for any car and is still rapid for a van. The dual-motor GTX 4MOTION version is even quicker, hitting 62mph in just 6.4 seconds. You will be surprised how well the Buzz can get off the lights or complete an overtake on a highway. Although it weighs 2.8 tons, most of that mass is low down. This is also a rear-wheel drive vehicle, so the steering is quite light. You won't want to hit a bend too fast, but at the right speed the dynamics are quite fun. This is a huge vehicle for city streets, however. The smooth power delivery and light steering make it quite maneuverable, but you always have to be careful with the length. One thing I really appreciated during my test driving, which involved a lot of country roads at night, was the Matrix LED headlight system. This divides the beam into pixels and only dips the LEDs directly pointed at oncoming traffic or a vehicle directly in front. It meant I always had the bushes by the side of the road illuminated while not blinding other road users, which felt safer than traditional auto dipping main beams. While the range of the original Buzz wasn't terrible, it also wasn't quite as much as you'd hope for in a vehicle that has potential for family country trips. The bigger 86kWh battery isn't a huge leap from the original 77kWh one, but it does mean that the Life trim seven-seater now offers 291 WLTP miles of range – quite a boost from the original 255 miles. The Style has larger wheels so the range drops to 285 miles, and the example I borrowed had 21in rims, which will further reduce this figure. The long wheelbase VW ID. Buzz is... long. James Morris During my testing, which involved a lot of long journeys on A-roads and highways, I managed 2.4 miles per kWh. This would equate to 206 miles. However, my Buzz also didn't have the £1,050 heat pump option and the weather was cold. I was also driving mostly in Comfort mode with a fair amount of enthusiasm, so I suspect greater range is possible if you drop to Eco and make more sparing use of the accelerator pedal. I achieved more like 2.7 miles per kWh with the original Buzz, giving it similar real-world range. However, the 86kWh battery also supports DC charging up to 200kW (the original maxed out at 170kW), which means you can still recharge from 5 to 80% in 30 minutes. In other words, a half-hour break every two hours at motorway speeds will make long journeys viable. I completed several near-three-hour journeys with a mix of A-road and motorway speeds and only needed to charge at the destinations. With a vehicle that is so well configured for taking your family places, this is exactly what you need. Although everyone loves the VW ID. Buzz, there's a reason why you don't see more of them on the streets – they're expensive. They started around £59,000 ($76,000) at launch, and this remains the case. The six-seater is £150 ($190) more and the seven-seater £510 ($650) on top of that. It's then £4,800 ($6,200) for the Style over the Life, and then £3,600 ($4,650) more for the GTX 4MOTION, making the latter £67,435 ($87,000) in five-seater form. My test vehicle, which was a seven-seater Style with a premium two-tone green paint option with the Comfort Seat option, would set you back a princely £71,615 ($92,500). That's a lot of money when you consider the premium luxury EVs you can get for a similar figure. However, while the price hasn't dropped, the seven-seater option has increased the utility of the VW ID. Buzz considerably. Almost all my criticisms of the Buzz at launch have been dealt with. I'd still like to see a battery around 100kWh, although I suspect that this hasn't been offered yet because it would push the weight over three tons, and reduce the cargo capacity accordingly, so we'll probably have to wait for denser batteries for that. Even without it, the seven-seater VW ID. Buzz is an incredibly desirable vehicle. The size means it won't be ideal for city dwellers, but if you live in a more suburban or country environment, have a large family or frequently take a regular-sized one on outdoor trips with lots of equipment, it's uniquely brilliant. It costs a lot, but at least now the full potential of the platform has been realized. This is what the Buzz was always meant to be.
Yahoo
26-02-2025
- Automotive
- Yahoo
2025 Volkswagen ID. Buzz Revives the Bus
"Hearst Magazines and Yahoo may earn commission or revenue on some items through these links." The VW Bus, in its many forms, has become one of the most recognizable vehicles in the company's history. Sure, it might be second to the VW Beetle, but even that might be a close race. While the bus has been out of production for decades for use in the US market, the folks at VW showed off a battery-electric concept in 2016 dubbed BUDD-e. Of course, wiser heads prevailed, and the concept van was updated and given a new name in 2017: ID. Buzz. It would be a while before the ID. Buzz hit US shores, but a successor to the VW Bus is finally showing up on the streets. The '25 VW ID. Buzz rides on the brand's MEB platform and packs a 91-kWh battery pack under its floor. That battery feeds a 282-hp rear motor or a 335-hp dual-motor powertrain. On this episode of Quick Spin, Autoweek's Mark Vaughn hops behind the wheel of the 2025 VW ID. Buzz and puts it through its paces. Vaughn takes you on a guided tour of the ID. Buzz to highlight some of his favorite features. Later, Vaughn takes you along for a live drive review. Adding to these segments, Vaughn chats with host Wesley Wren about the '25 ID. Buzz, minivans as a whole, and more. Closing the show, the pair breaks down what makes the 2025 VW ID. Buzz special. Tune in below, on Apple Podcasts, Spotify, Stitcher, or wherever podcasts are played.
