Beyond its jovial and historical shapes, which ensured its popularity even before its commercialization, the VW ID. Buzz is on its way to becoming a flagship vehicle in a segment that is forgotten and underdeveloped by manufacturers: the electric monospace.
It has been several months that the ID. Buzz has been making us dream for several months. From the universe of Star Wars to the trendiest beaches, the latest addition to the ID. family capitalizes on the iconic status of VW buses to invite us to forget its sad times. And even if we’re not all California surfers, unattached musicians or explorers, the VW ID. Buzz is a nice contemporary representation of its ancestor, the T1. And without pushing it too far, there’s something very special about this family shuttle.
The shadow of the T1 is never far away.
Let’s go back a bit to better understand its evolution. The VW ID. Buzz final product is based on the concept car ID. Buzz concept car from 2017, which was presented in Detroit, itself inspired by the Microbus concept also presented in Detroit… in 2001.
A significant design
In comparison to the Microbus concept of 2001, the ID.Buzz remains similar in terms of dimensions, at least for the length and height and the wheelbase. There is one big difference: the ID. Buzz is 7 cm wider, which gives it a larger build and footprint. This makes it the largest application of the MEB architecture, tentatively. Its tracks, for example, are almost 10 cm wider than those of an ID.4 and 5.
The historical gimmicks are sympathetically modernized: ultra-short overhangs, “crushed V-nose” with the VW logo right in the center, rear side stripes akin to the T1’s cooling fins, not to mention some very cheerful two-tone finishes. At the rear, the horizontal LED headlights are really trendy. One detail in particular catches my eye: the open front bumper is really nice – without looking vulnerable in town…
A luminous and practical interior
Behind the wheel, the impression of space dominates without the feeling of being in a van. The two sliding rear side doors are standard. Plastics and recycled materials arrange the place in a clear, zen spirit. As for the rest, we’re in familiar territory: the screens (dashboard and floating tablet) and button pads are identical to those of the ID.3, 4 & 5. It seems to me that the steering wheel is larger, another nod to the mythical T1. The only thing missing is the panoramic roof, but I reassure you that this option will be available in 2023.
THE ID. Buzz is a 5-seater with a 150 mm sliding bench seat and folding backrests. However, it is not possible to remove the seats “as before” or to make them disappear into the floor. That said, you can still get a very long flat floor. THE ID. Buzz loses the “pickup truck” advantages that VW had accustomed us to until the recent Multivan T7. That said, the trunk is still large with its 2205 l (max, folded backrests), but the ratio of exterior dimensions to available space is not very impressive. On the Cargo side, this maximum volume is increased to 3900 l.
The storage space is interesting, with a removable center console and various compartments for mobile phones, wallets and keys. The cabin can count up to 8 USB-C ports, almost all of which deliver 45W of power, enough to recharge a laptop or a cell phone three times faster. 12V and 230V sockets are also provided.
Let’s take the road now
For the time being, VW has chosen a single engine and gearbox combination: the 204 hp block that is widely used in the group’s electric cars, combined with the large 77 kWh (net) battery. THE ID. Buzz is best appreciated in quiet, smooth driving conditions. When needed, it leaps from 0 to 100 km/h in 10.2 seconds. Efficient, but the almost 2.5 tons of the Buzz erase any form of sensation.
The original chargers are in 11 kW (AC) and 170 kW (DC). Theoretically, one would go from 5 to 80% in 30 minutes. On a domestic terminal of 11 kW, count 7h30.
For my first time, my ride of about 200 km resulted in an average of 17.3 kWh. I have the opportunity to stroll around Lisbon in search of the sumptuous surf spots that surround the city of 7 hills. Officially, Volkswagen announces a range of 402 to 423 km (WLTP), based on an average consumption of ± 21 kWh. Honestly, I didn’t have to worry once about the battery, first of all because this region of Portugal is relatively well equipped in terms of recharging: Then after having driven more than 4000 km in an Audi e-tron GT this summer, i.e. a Tour de France, I became… a bit of a connoisseur, no?
The almost 2.5 tons of the Buzz erase any form of sensation. And we don’t care. Despite its size, the Véwé does well in the city, thanks to its balance and the precision of its controls, but also to its large glass surfaces. The steering (free of the drive aspect) is light and turns reasonably short (11.1 m from curb to curb). To maximize agility, the front tires are narrower than the rear ones. However, driving down a ramp in an underground parking lot, turning around in the bottlenecks of a historic center or simply parking in a supermarket lot will be a different story.
For this test, I had the opportunity to test the vehicle on Portuguese roads in good condition, but also on others close to the beach that is to say less obvious. This allows me to have a really positive opinion on the quality of the damping. Overall, I really had the impression that the comfort and agility is privileged.
The MacPherson front and multi-link rear axles do not break anything despite the 20″ tires on our car. On the main roads, no fear of speeding, given the 145 km/h limit. This choice guarantees good braking in all circumstances, thanks to the large 382 mm front discs (on our version). The rear wheels can even make do with drums. Well-equipped technologically, we try out the Travel Assist automated overtaking and the latest generation lane keeping function (it only needs a white line to calibrate itself). There’s no need to increase the pace, because it’s not very pleasant on board this vehicle (the seats are very comfortable but not very supportive) and, in any case, the safety electronics intervene very quickly.
The cost of a Buzz is, not surprisingly. The only wagon version available at the moment costs €60,699 in Pro trim, while our Business trims go up to €64,854. THE ID. Buzz Cargo, with the same engine, is offered at €43,990 excluding VAT. A price tag that is all but (baba-)cool, but we’re only just becoming aware of the ruthless “social selection” of desirable new electrics.
The cost of a Buzz is, not surprisingly. The only wagon version available at the moment costs €60,699 in Pro trim, while our Business trims go up to €64,854. THE ID. Buzz Cargo, with the same engine, is offered at €43,990 excluding VAT. A price tag that is all but (baba-)cool, but we’re only just becoming aware of the ruthless “social selection” of desirable new electrics.
Volkswagen’s first large electric minivan lives up to its promises. It is a seducer that contrasts with the very “techno-business” atmosphere of the current world of electric cars without the need to resort to insane performance to please. Him, it is in calm and coolness that he expresses himself ideally. Finally, it is endowed with a practical sense, admittedly a little behind the T6.1 and T7, but still rare (if not unique) among battery-powered cars.
For VW, it remains to bet as much on the fantastic attraction that such a machine can cause as on the increasingly severe restrictions with regard to thermal vehicles (and hybrids) to launch its career.
Long live this ideal road companion and already looking forward to discovering the 7-seater version which will undoubtedly offer new perspectives.
