The world has been stuck in a nostalgia rut since I was a young adult. That’s especially true in the U.S. There have been too many times when I've been on the internet, stumbling upon an endless scroll of click-farming channels with titles like: “Only 90s (or 80s or 70s) babies remember.” Like flies to a bug zapper, these pages full of old commercials, TV show openings, attract vast swaths of internet commenters, who are addicted to reminiscing about the past and agonize over how much nicer the world was back then. The addiction to nostalgia is a very real phenomenon in today’s culture. Every other pop song is just an interpolated sampling of some other more famous song from not that long ago. Hell, Marvel has rebooted Spider-Man’s origin story four times now.
The thing is, though, nostalgia can cover over sins, convincing the audience and distracting them from severe flaws, fooling them into thinking a piece of media is better than it really was. I thought that the rebooted Judge Dredd movie was a fun ride, but the remade Ghostbusters felt like a cheap cash grab riding on the coattails of nostalgia. Cars aren’t immune to this either. A lot of big brands have reached into the nostalgia toolbox to varying degrees of success. Some, like the Ford Bronco, are generally pleasant and well-resolved experiences, while others have been accused of being a low-effort way to fool car shoppers into buying a not-so-good car.
The Volkswagen ID. Buzz’s raison d'être is clearly designed around nostalgia. But the cynic in me, the same guy who isn’t fond of the VW ID.4, needed to know what way the ID. Buzz swung. Would it be a slimy cash grab? Did Volkswagen just throw some seats into an electric version of a European-style commercial van and hope people would be dumb enough to shell out $70,000? Or is it an earnest attempt to finally realize the dreams of those who placed the original Type 2 Transporter on a pedestal?
A week with a 2025 single motor two-toned unit revealed that the answer is a little more complicated than the dichotomy I’ve set up here. The ID. Buzz is a likeable electric car, and has its merits. But it has real quality of life issues that could cause some hopefuls to take off the nostalgia goggles, see the van for what it is, and keep their money in their pockets.
2025 Volkswagen ID.Buzz
Gallery: 2025 Volkswagen ID. Buzz Pro S
Driving the VW ID.Buzz
It can be hard for Americans to remember the whole van segment of the U.S auto market, since we don’t have that many passenger models left. I’m not talking about minivans, but full-sized vans. I would know; Maybe you can call me the van vagrant, but I have explicit memories of learning how to drive on my mom’s V6 Ford Econoline, her last one being a 2000 model year in her 30 years of van driving. Any time someone would try and get her into a minivan, she’d go into a huge tirade about how minivans aren’t the same as vans.
She was right. The ID. Buzz is often compared to minivans like the Honda Odyssey or Toyota Sienna, but it feels much larger than those vans. It may be just as wide and slightly shorter than most minivans, but it’s 5-6 inches taller than most of them.
Because of this, ergonomically, the ID. Buzz has more in common with traditional true-van shapes like Ford Transit or Ram ProMaster. Whereas a minivan’s low floor and relatively low driving position make for ease of entry, it almost feels like you’ve got to climb a flight of stairs to get behind the wheel of an ID. Buzz. That ergonomic difference affects the whole driving experience. The driver-steering wheel relationship is more upright, the wheel’s column is a bit more bus-like and you feel somewhat close to the hood, even if the ID. Buzz’s long dashboard and faux-forward control van design is somewhat faked.
Still, when you’re up there, the ID. Buzz is remarkably pleasant and easy to drive, despite its large girth and very high driving position. Really–I found myself making up reasons to get behind the wheel of the green colored, two-tone large van. It’s not a sports car, and I didn’t expect sports car things from the van. But yet, the ID. Buzz tries its hardest anyway, and low-key succeeds. It definitely shocked me, and probably sickened the poor passengers that took down a twisty back road.
Throw the ID Buzz into a corner, and you’ll be rewarded with a remarkably flat and exceptionally mild-mannered cornering attitude for such a tall, heavy van. The van holds on tight and the steering is surprisingly sharp, even if the ratio is slow for truly sporting driving. Still, it handles better than I expected. The suspension damping is solid, with no weird bounce or bumbling under aggressive driving; it’s kind of a treat.
That driving prowess doesn’t come at the expense of ride comfort, either. I would describe the ID. Buzz’s ride as supple and sophisticated, no doubt due partially due to the ID. Buzz’s sophisticated multilink rear axle. It handily spanks the solid rear axle designs found on its ICE (and EV) full-size passenger van competitors like the Ford Transit or Ram Promaster. The ID. Buzz really can walk and chew gum at the same time; it doesn’t feel overly firm, but not wallowy and mushy on the road, either.
My tester was a single-motor, RWD unit with 282 horsepower. Initially, I was worried that this wouldn’t be enough power to move the ID. Buzz’s roughly 6,000 pounds with any authority, but I was glad to be proved wrong. The ID. Buzz feels quick off the line, and it has more than enough power for freeway driving, although I do think that my tune would change a bit if I drove the van fully laden. Still, in the context that I drove the car, I don’t think I would need the dual-motor all-wheel-drive setup’s extra power. Unless you’re in search of some extra winter traction or just want the roughly second-and-a-half improvement in 0-60, the single-motor van is likely just fine.
The only real gripe I had with the ID. Buzz’s driving experience is that there’s no true one-pedal driving. The van does not have any adjustment in its regenerative braking settings aside from sticking it in “B”, which won’t bring the vehicle to a full stop. For the ICE convert, they probably won’t notice. For the EV veteran like me, I found this to be a bit of an oversight.
Range, Battery Size, Observed Efficiency
All U.S.-market VW ID. Buzz models come with the same 91 kWh (86 kWh usable) battery. Curiously, the range difference between the AWD dual motor and the RWD single motor is minimal. My RWD tester was rated for 234 miles, only three miles more than the AWD model.
Yet, the on-road, real-world efficiency of the ID. Buzz wasn’t too bad for such a big car. This press loan took place in Ohio, during the tail end of winter, which would affect the van’s efficiency. Most of my time with the car was spent at or slightly above freezing temperatures. The van averaged 2.6 -2.7 miles per kWh in fairly mixed freeway and city driving. Given these figures (and based on a trip from Detroit to Columbus), the ID. Buzz was on track to hit about 220 miles from flat to full.
That may not be enticing to some readers and buyers who see headlines and marketing materials that claim 300 miles or more from smaller cars, but I do think it’s probably enough for most buyers. A three-row Kia EV9 will beat the ID. Buzz in all but its base trim, though.
Charging Experience
Volkswagen says the ID. Buzz will charge from 10-80% in 26 minutes from a DC fast charger that can meet the van’s max charging speed of 200 kW. Sure enough, the ID. Buzz did the sprint in 26 minutes and 13 seconds, right on the money for VW’s claims. Volkswagen says the ID. Buzz can go from flat to full on Level 2 AC power in about 12 hours, provided that the van is connected to an outlet that can make full use of its 11kW onboard charger. Thankfully, the ID. Buzz had no issues starting or ending any charging sessions.
The ID. Buzz’s battery preconditioning can even be activated manually and has a timer as to when it’ll be at optimal temperature for maximum speed. That’s a nice feature for several reasons; it gives a lot of transparency to the driver, managing expectations as to what the car can or can’t do when it connects to the DC fast charger. Also, since it’s not necessarily tied to the car’s GPS, it can be turned on and off manually. This is nice for drivers who may not want to use the in-car route navigation or planning software but still want maximum charging speeds. Now that I’m used to living with an EV, I don’t use my in-car GPS at all, because I know how to navigate around my city.
Interior
The interior of the ID. Buzz might be one of its biggest points of controversy. At least, it was for me and most everyone I came into contact with.
The ID. Buzz might be the most spacious electric vehicle on the market. This is one of the few vehicles on the market that can seat seven full-grown adults in actual comfort. No matter what seat in the house you pick, there’s an abundance of legroom in seats that feel both cushy and supportive. There are funky colored inserts on the doors and dashboard that make the van feel fun and airy. Mine didn’t have the optional glass roof, but I can only imagine the downright joyful interior ambiance that amount of extra light would have created.
Yet, this is where I realized that the car is really good at blinding its users with its charming design and nostalgic attitude. After about two days with the ID. Buzz, I noticed that the interior was kind of annoying. I thought I was nitpicking, maybe I was going for bad here, subconsciously wanting the ID. Buzz to be a half-assed nostalgia ploy. I had to take a step back and make sure I was staying objective, I didn’t want any misplaced cynicism to cloud my review.
But then, I carted a few other friends around in the ID. Buzz. They noticed things as well, completely unprompted.
An awkward moment with a friend and a medium-sized thermos revealed to me that there aren’t any cupholders for the second-row occupants. That’s a huge oversight for a van that’s built for family and friend hauling duty. We tried to place the bottle in what looked to be the third row cupholders–no dice. They are oddly shaped and very shallow; I almost wish they had omitted them entirely. The front island between the seats has cupholder-shaped alcoves in the top, but they offer no support. Turn a corner too quickly, and that hot drink will be all over your lap. I certainly made a mess out of a Tim Horton’s double-double after exiting the drive-thru and learning the center console cubby holes aren’t cupholders. The only two cupholders are the fold-out ones that take up a surprisingly high amount of real estate in the lower portion of the dashboard. There are bottle holders in the doors, too, but again: no support.
My tester also had the seven-passenger layout that includes a three-person bench in the second row instead of two captain’s chairs. There was no center folding armrest, which could be exhausting on a long trip. The six-seat version has built-in armrests, but still no cupholders.
There are other ergonomic quirks, too. Because of the ID. Buzz’s packaging, there’s a huge step up into the front seats. I’m fine with it, but I recognized that entry and exit for front seat passengers may not be easy for those with limited mobility. The second and third row seats don’t fold flat into the floor, and the trunk is small. The trunk can be made larger with its sliding third-row seats, but the false floor to make a flat load space isn’t adjustable, so there will be a large gap for all of your cargo to fall through. You can remove the third row, too, but not the second.
Perhaps this is just my thinking, but it’s a little odd that the ID Buzz is only available in six or seven-seat configuration despite its third row appearing to be wide enough to accommodate three passengers. Seems like a misstep for EV buyers in search of a truly family-sized van.
I’m also not a huge fan of the dinky cutout second-row windows. They don’t seem like they do much but add wind noise and turbulence to the cabin when they’re open, and like the ID.4, there is no dedicated switch to open and close them from the front. Volkswagen says they did this instead of a traditional roll-down to improve the van’s aerodynamics while still keeping the windows-down, open-air California vibes of the original bus. I’m not convinced by its solution. Like the cupholders, they feel a little too ad hoc for such an expensive vehicle. There were several instances when I thought I had closed them, only to learn that they were still cracked ever so slightly and increasing cabin noise. This is a common issue for ID. Buzz owners.
The interior plastics themselves are a mixed bag. They fit together nicely, but there are a lot of roughly-textured, hard and brittle materials around the cabin. The faux wood trim is some of the lowest-effort trim I’ve seen in a while. It looks like a low-quality JPEG was enlarged in Photoshop, printed out by a cheap inkjet printer on a sticker, and slapped on top of a piece of plastic. I’m being slightly hyperbolic, but my point is that this van was nearly $70,000, and it should be nicer than this.
Still, the car’s interior generally has a positive, bright and fun ambiance. I just don’t know if it's fun enough for buyers to completely overlook these glaring quality-of-life issues. Practically any given minivan would be more accommodating to carrying passengers while having a nicer interior, even if they have less legroom.
Tech Features
The ID. Buzz is somewhat advanced, although probably average in the era of hyper-connected EVs and hybrid cars. My Pro S tester came with a 110-volt outlet in the front seat and a wireless charging pad on the dashboard. Practically every seat in the van has access to a USB-C charging port, too. It has wireless CarPlay and Android Auto, feeding music through a 13-speaker Harman Kardon stereo system. It also has a head-up display.
The most interesting feature is Volkswagen’s Park Assist Plus with Memory Parking. In this mode, the driver can program the van to memorize very specific parking maneuvers, like say, a tight driveway or rough road. Then the car can repeat the maneuvers. It’s definitely cool, even if I’m not sure who would need to use it.
Infotainment & UX
The ID. Buzz’s infotainment uses the latest version of Volkswagen’s self-developed operating system. This interface has been the subject of a lot of criticism, rightfully so, but Volkswagen says that it has done a lot to make it work better.
The system is a lot better than when I first used it in 2021 on the Volkswagen ID.4. It still has more than a few cryptic menus, and each interaction requires one too many steps. I also found it annoying that the visual representation of the ID. Buzz in the menus was of the not-for-U.S. short wheelbase version; why not spend a little time and make that graphic look accurate to the car it’s installed in? It may seem minor, but small attention to the car’s UX are what can make it feel that much more special.
Still, I do think that as a whole, the interface is very much improved. Most interactions were speedy, and it was generally reliable, although I did have to completely reboot the system twice during my week when the sound system randomly went completely mute and would not play music from Apple CarPlay. The vehicle’s route planning is much improved, able to navigate to chargers (and alter the route if the vehicle doesn’t have enough charge). The ID. Buzz also supports plug and charge at Electrify America stations.
I tend to echo the thoughts of deputy editor Mack Hogan on the software experience, though. He felt that the Buzz didn’t have enough functions in the infotainment system that cater to the car’s purpose. I agree, this is a big van that could be used for family outings or camping. Where’s the camping mode? Or Netflix streaming? Or any number of fun little apps that are now common in new EVs? Why can’t you export power when the vehicle is off? It just seems like such a missed opportunity here, for a brand that sees the ID. Buzz as a flagship for its EV efforts, I wanted something more unique aside from its exterior styling.
Safety and ADAS
The ID. Buzz has a full suite of safety features, including IQ.DRIVE with Travel Assist. It’s not a true hands-free driver assistance feature, but it can do automated lane keeping with assisted lane changes.
The ID. Buzz has not been crash tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. For what it’s worth, the European ID.Buzz has a full five-star rating by the Euro NCAP.
Pricing and Trims
The ID. Buzz comes in five trims for 2025; S ($59,995), Pro S ($63,496), Pro S with 4 Motion AWD ($67,995), 1st Edition ($65,495) and 1st Edition with 4 Motion ($69,995). All vans are subject to a $1,550 destination fee.
My tester was a Pro S, with no glass roof, and a middle bench seat. The only option it had was its two-tone Mahi Green Metallic and Candy White paint job, for an extra $995. In all, the van stickered at $66,040 after destination fee.
Make no mistake, this feels like a lot of money, made worse by the fact that the ID. Buzz is made in Germany and, therefore ineligible for any federal-level tax credits. That also means prices could increase following new tariffs. A Kia EV9 is a little cheaper, goes further and will soon be eligible for IRA tax credits, assuming that they don’t disappear in the next few weeks.
The ID Buzz ain’t cheap, but then again, neither is any other big 6 or 7 seater in the EV space.
Verdict
In a lot of ways, the ID. Buzz is the quintessential car for 2025. It’s a retro redux riding on its look and the fond, rose-tinted memories of its clientele who do not want the world to change from when they were teenagers.
The thing is, though, people are getting tired of nostalgia and remakes. The luster of Marvel’s movies is wearing off, and now people are criticizing the formulaic scripts and flat acting in some of the newer movies. Similarly, Volkswagen has teased the world with a reborn retro new VW bus since at least 2001. It’s finally arrived, at what I feel might be the tail end of a culture that’s starting to get tired of seeing the same handful of ideas reinterpreted. I don’t know if buyers have the bandwidth for this, especially since the execution isn’t perfect.
Yet, of the same token, I preach that people should buy cars that make them smile. Ones that have personality. The ID. Buzz has a lot of flaws that would keep rational buyers away, but I would be lying if I didn’t enjoy driving the van. I mean, I said that the Ghostbusters remake was a crappy ploy to get fans of the original into theathers, but I also liked watching it.
The ID. Buzz doesn’t have the best software. It can’t go the furthest. It’s nice to drive, but I’ve driven electric cars and crossovers that are nicer.
But it’s been a while since I’ve driven something that made me, and everyone else, smile so widely. For some buyers, that’s all they need to make their decision.
Contact the author: Kevin.Williams@InsideEVs.com
