Our society has been trapped in a sentimental loop since my younger years. This phenomenon is particularly evident in America. I've encountered countless instances online where I've discovered endless streams of content-harvesting channels featuring headlines such as: "Only children of the 90s (or 80s or 70s) will recall." Similar to moths drawn to light, these pages filled with vintage advertisements and television program introductions magnetize enormous numbers of online users who are hooked on reminiscing about bygone eras and lamenting how much better life was previously. The dependency on sentimentality represents a genuine cultural trend today. Nearly every contemporary pop track merely samples or interpolates elements from more renowned songs of recent decades. Indeed, Marvel has restarted Spider-Man's beginning narrative four separate times.
However, sentimentality can mask problems, persuading viewers and diverting attention from serious shortcomings, deceiving them into believing content surpasses its actual quality. I considered the rebooted Judge Dredd film an entertaining experience, yet the remade Ghostbusters seemed like an inexpensive money-making scheme capitalizing on sentimental attachment. Automobiles face similar challenges. Numerous major manufacturers have tapped into the sentimentality toolkit with varying results. Some vehicles, such as the Ford Bronco, deliver generally satisfying and well-executed experiences, while others face criticism for representing minimal-effort attempts to mislead car buyers into purchasing subpar vehicles.
The Volkswagen ID. Buzz's fundamental purpose clearly centers around sentimentality. However, the skeptic within me—the same person who dislikes the VW ID.4—wanted to determine which direction the ID. Buzz would take. Would it constitute a manipulative cash grab? Did Volkswagen simply install seating in an electric variant of a European commercial van and hope consumers would be foolish enough to spend $70,000? Or does it represent a genuine effort to finally fulfill the aspirations of those who elevated the original Type 2 Transporter to legendary status?
Seven days with a 2025 single-motor two-toned model revealed that the response proves more complex than the simple choice I've established. The ID. Buzz represents an appealing electric vehicle with genuine advantages. Yet it suffers from real usability problems that might cause potential buyers to remove their rose-colored glasses, evaluate the van objectively, and retain their money.
2025 Volkswagen ID.Buzz Specifications
Tested Price: $66,040
Starting Price: $61,545
Battery: 91 kWh (86 kWh available)
Charging Type: CCS1
Charging Duration: 10-80%, 26 minutes
Economy Rating: 83 MPGe
Electric Range: 234 miles
Power Output: 282 horsepower
Passenger Capacity: 7
Drivetrain: RWD
Americans might struggle to recall the complete van category within the domestic automotive market, given our limited remaining passenger models. I'm referring to full-size vans, not minivans. I should know—perhaps you could label me the van enthusiast—but I have distinct memories of mastering driving skills using my mother's V6 Ford Econoline, her final one being a 2000 model during her three decades of van ownership. Whenever someone attempted to convince her to switch to a minivan, she would launch into an extensive explanation about how minivans differ fundamentally from vans.
Her assessment was accurate. The ID. Buzz frequently receives comparisons to minivans like the Honda Odyssey or Toyota Sienna, yet it feels considerably larger than those vehicles. While it may match their width and measure slightly shorter than most minivans, it stands 5-6 inches taller than the majority.
This height difference means the ID. Buzz ergonomically resembles traditional full-van configurations like the Ford Transit or Ram ProMaster. While a minivan's lowered floor and relatively modest driving position facilitate easy entry, accessing the ID. Buzz's driver seat feels like ascending a staircase. This ergonomic distinction influences the entire driving experience. The driver-steering wheel relationship becomes more upright, the wheel's column adopts a more bus-like character, and you feel somewhat close to the hood, despite the ID. Buzz's extended dashboard and simulated forward-control van design being somewhat artificial.
Nevertheless, once positioned up there, the ID. Buzz proves remarkably enjoyable and manageable to drive, despite its substantial size and elevated driving position. Genuinely—I discovered myself creating excuses to operate the green-colored, two-tone large van. It's not a performance car, and I held no performance car expectations for the van. Yet the ID. Buzz attempts to deliver anyway, and quietly succeeds. It definitely surprised me, and likely disturbed the unfortunate passengers who experienced a winding back road journey.
Corner the ID Buzz aggressively, and you'll experience remarkably level and exceptionally well-behaved cornering characteristics for such a tall, heavy van. The van maintains grip effectively and the steering responds surprisingly well, even though the ratio remains slow for truly spirited driving. Still, it handles better than anticipated. The suspension damping proves solid, without strange bouncing or clumsiness during aggressive driving; it's quite pleasant.
That driving capability doesn't compromise ride comfort either. I would characterize the ID. Buzz's ride as smooth and refined, undoubtedly due partially to the ID. Buzz's sophisticated multilink rear suspension. It decisively outperforms the solid rear axle designs found on ICE (and EV) full-size passenger van competitors like the Ford Transit or Ram Promaster. The ID. Buzz truly can multitask effectively; it doesn't feel excessively firm, yet avoids being loose and spongy on the road.
My test vehicle featured a single-motor, RWD configuration with 282 horsepower. Initially, I worried this wouldn't provide sufficient power to move the ID. Buzz's approximately 6,000 pounds with any conviction, but I was pleased to be proven incorrect. The ID. Buzz feels responsive from standstill and possesses adequate power for highway driving, though I suspect my opinion might shift if I operated the van at maximum capacity. Still, given my driving context, I don't believe I would require the dual-motor all-wheel-drive configuration's additional power. Unless you seek extra winter traction or desire the roughly 2.5-second improvement in 0-60 acceleration, the single-motor van likely suffices.
My only genuine complaint regarding the ID. Buzz's driving experience involves the absence of true single-pedal driving. The van lacks adjustment options for regenerative braking settings beyond engaging "B" mode, which won't bring the vehicle to a complete stop. ICE converts probably won't notice this limitation. For EV veterans like myself, I found this somewhat disappointing.
All U.S.-market VW ID. Buzz models include the identical 91 kWh (86 kWh usable) battery. Interestingly, the range difference between the AWD dual motor and RWD single motor remains minimal. My RWD test vehicle was rated for 234 miles, only three miles beyond the AWD model.
However, the real-world, on-road efficiency of the ID. Buzz wasn't terrible for such a large car. This press loan occurred in Ohio during late winter, which would impact the van's efficiency. Most of my time with the vehicle involved temperatures at or slightly above freezing. The van averaged 2.6-2.7 miles per kWh during fairly mixed highway and city driving. Given these numbers (and based on a Detroit to Columbus trip), the ID. Buzz appeared capable of achieving approximately 220 miles from empty to full.
That may not appeal to some readers and buyers who encounter headlines and marketing materials claiming 300+ miles from smaller cars, but I believe it's probably sufficient for most buyers. A three-row Kia EV9 will exceed the ID. Buzz in all configurations except its base trim, though.
Volkswagen claims the ID. Buzz will charge from 10-80% in 26 minutes using a DC fast charger capable of meeting the van's maximum charging speed of 200 kW. Indeed, the ID. Buzz completed the sprint in 26 minutes and 13 seconds, precisely matching VW's claims. Volkswagen states the ID. Buzz can charge from empty to full on Level 2 AC power in approximately 12 hours, assuming the van connects to an outlet capable of utilizing its 11kW onboard charger fully. Fortunately, the ID. Buzz experienced no problems initiating or completing any charging sessions.
The ID. Buzz's battery preconditioning can be activated manually and includes a timer indicating when it'll reach optimal temperature for maximum speed. This represents a valuable feature for several reasons; it provides significant transparency to the driver, managing expectations regarding what the car can or cannot accomplish when connecting to DC fast chargers. Additionally, since it's not necessarily linked to the car's GPS, it can be activated and deactivated manually. This benefits drivers who may prefer not to use in-car route navigation or planning software while still wanting maximum charging speeds. Now that I'm accustomed to EV ownership, I don't use my in-car GPS at all, since I know how to navigate around my city.
The ID. Buzz's interior might represent one of its most controversial aspects. At minimum, it was for me and most people I encountered.
The ID. Buzz might offer the most spacious electric vehicle available. This ranks among the few vehicles capable of seating seven full-grown adults in genuine comfort. Regardless of which seat you choose, there's abundant legroom in seats that feel both comfortable and supportive. Colorful accents on doors and dashboard make the van feel fun and open. Mine lacked the optional glass roof, but I can only imagine the absolutely joyful interior atmosphere that additional light would have created.
Yet this is where I realized the car excels at dazzling users with its appealing design and sentimental character. After approximately two days with the ID. Buzz, I noticed the interior was somewhat irritating. I thought I might be nitpicking, perhaps I was seeking flaws subconsciously, wanting the ID. Buzz to represent a half-hearted sentimental ploy. I had to step back and ensure I remained objective, not wanting any misplaced cynicism to influence my review.
However, when I transported several other friends in the ID. Buzz, they noticed issues as well, completely without prompting.
An awkward situation with a friend and a medium-sized thermos revealed to me that second-row occupants lack cupholders. This represents a major oversight for a van designed for family and friend transportation duties. We attempted to place the bottle in what appeared to be third-row cupholders—unsuccessful. They're oddly shaped and very shallow; I almost wish they had eliminated them entirely. The front console between seats has cupholder-shaped recesses in the top, but they provide no support. Turn a corner too quickly, and that hot beverage will spill across your lap. I certainly created a mess with a Tim Horton's coffee after leaving the drive-thru and discovering the center console compartments aren't cupholders. The only two functional cupholders are the fold-out ones that consume a surprisingly large amount of dashboard real estate. Door bottle holders exist, but again: no support.
My test vehicle also featured the seven-passenger layout including a three-person bench in the second row instead of two captain's chairs. No center folding armrest existed, which could prove exhausting during long trips. The six-seat version includes built-in armrests, but still lacks cupholders.
Other ergonomic peculiarities exist as well. Due to the ID. Buzz's packaging, there's a significant step up into the front seats. I'm comfortable with it, but I recognized that entry and exit for front seat passengers may prove difficult for those with mobility limitations. The second and third-row seats don't fold flat into the floor, and the trunk remains small. The trunk can be enlarged using sliding third-row seats, but the false floor for creating a flat loading space isn't adjustable, so there will be a large gap for cargo to fall through. You can remove the third row too, but not the second.
Perhaps this reflects my thinking, but it seems odd that the ID Buzz is only available in six or seven-seat configurations despite its third row appearing wide enough to accommodate three passengers. This seems like a mistake for EV buyers seeking a truly family-sized van.
I'm also not enthusiastic about the small cutout second-row windows. They don't appear to accomplish much beyond adding wind noise and turbulence to the cabin when open, and like the ID.4, there's no dedicated switch to open and close them from the front. Volkswagen explains they designed this instead of traditional roll-down windows to improve the van's aerodynamics while maintaining the windows-down, open-air California atmosphere of the original bus. I'm not convinced by their solution. Like the cupholders, they feel somewhat improvised for such an expensive vehicle. Several instances occurred when I thought I had closed them, only to discover they remained slightly cracked and increasing cabin noise. This represents a common issue for ID. Buzz owners.
The interior materials themselves present mixed results. They fit together well, but numerous roughly-textured, hard and brittle materials exist throughout the cabin. The faux wood trim represents some of the most minimal-effort trim I've encountered recently. It resembles a low-quality digital image enlarged in image editing software, printed by an inexpensive inkjet printer on a sticker, and applied to plastic. I'm being somewhat dramatic, but my point remains that this van cost nearly $70,000 and should exceed this quality level.
Still, the car's interior generally maintains a positive, bright and enjoyable atmosphere. I simply don't know if it's enjoyable enough for buyers to completely ignore these obvious quality-of-life problems. Virtually any minivan would better accommodate passenger transportation while featuring a nicer interior, even with less legroom.
The ID. Buzz is somewhat advanced, though probably average in the era of highly-connected EVs and hybrid cars. My Pro S test vehicle included a 110-volt outlet in the front seat and a wireless charging pad on the dashboard. Practically every seat in the van provides access to a USB-C charging port. It features wireless CarPlay and Android Auto, delivering music through a 13-speaker Harman Kardon stereo system. It also includes a head-up display.
The most intriguing 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, such as a tight driveway or rough road. Then the car can repeat the maneuvers. It's definitely impressive, even if I'm uncertain who would need to use it.
The ID. Buzz's infotainment uses the latest version of Volkswagen's self-developed operating system. This interface has been the subject of significant criticism, rightfully so, but Volkswagen claims it has made substantial improvements.
The system is considerably better than when I first experienced it in 2021 on the Volkswagen ID.4. It still contains numerous cryptic menus, and each interaction requires excessive steps. I also found it frustrating that the visual representation of the ID. Buzz in the menus showed the not-for-U.S. short wheelbase version; why not invest time making that graphic accurate to the car it's installed in? It may seem minor, but small attention to the car's user experience can make it feel much more special.
Still, I believe that overall, the interface is significantly improved. Most interactions were responsive, and it was generally reliable, although I had to completely restart the system twice during my week when the sound system randomly went completely silent and would not play music from Apple CarPlay. The vehicle's route planning is much improved, able to navigate to chargers (and modify the route if the vehicle lacks sufficient charge). The ID. Buzz also supports plug and charge at Electrify America stations.
I tend to share deputy editor Mack Hogan's thoughts on the software experience, though. He felt that the Buzz lacked sufficient functions in the infotainment system that cater to the car's purpose. I agree—this is a large van that could be used for family outings or camping. Where's the camping mode? Or Netflix streaming? Or any number of fun applications that are now common in new EVs? Why can't you export power when the vehicle is off? It simply seems like such a missed opportunity here; for a brand that views the ID. Buzz as a flagship for its EV efforts, I wanted something more distinctive beyond its exterior styling.
The ID. Buzz includes a complete suite of safety features, including IQ.DRIVE with Travel Assist. It's not a true hands-free driver assistance feature, but it can perform 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 reference, the European ID.Buzz has a complete five-star rating by Euro NCAP.
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 test vehicle was a Pro S, without 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 additional $995. In total, the van was priced at $66,040 after destination fee.
Make no mistake, this feels like substantial money, worsened by the fact that the ID. Buzz is manufactured in Germany and therefore ineligible for any federal-level tax credits. That also means prices could rise following new tariffs. A Kia EV9 costs slightly less, travels further and will soon be eligible for IRA tax credits, assuming they don't disappear in the coming weeks.
The ID Buzz isn't inexpensive, but then again, neither is any other large 6 or 7 seater in the EV segment.
In many ways, the ID. Buzz represents the quintessential car for 2025. It's a retro revival relying on its appearance and the fond, rose-tinted memories of its clientele who prefer the world remain unchanged from their teenage years.
However, people are growing weary of sentimentality and remakes. The appeal of Marvel's movies is diminishing, and now people are criticizing the formulaic scripts and flat acting in some newer films. Similarly, Volkswagen has tantalized the world with a reborn retro VW bus since at least 2001. It's finally arrived, at what I feel might be the conclusion of a culture that's beginning to tire of seeing the same limited ideas reinterpreted. I'm uncertain if buyers have the capacity for this, especially since the execution isn't flawless.
Yet at the same time, I advocate that people should purchase cars that bring them joy. Ones with character. The ID. Buzz has numerous flaws that would deter rational buyers, but I would be dishonest if I didn't enjoy operating the van. I mean, I stated that the Ghostbusters remake was a poor ploy to attract fans of the original into theaters, but I also enjoyed watching it.
The ID. Buzz doesn't have the best software. It can't travel the furthest. It's pleasant to drive, but I've operated electric cars and crossovers that are more pleasant.
Yet it's been a while since I've operated something that made me, and everyone else, smile so broadly. For some buyers, that's all they need to make their decision.
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