The Volkswagen ID. Buzz offers an impressive range of up to 234 miles. However, a trip to Detroit demonstrates that this vehicle can achieve even more than one might initially assume.
When Volkswagen dropped the ID. Buzz Initially, most of us were captivated by the large van's nostalgic design — even I, the curmudgeon at InsideEVs. However, once the initial excitement of owning this retro-style electric vehicle faded, it wasn't long before my logical perspective began to surface. To scrutinize the van’s technological features with greater skepticism.
Certainly, the van can seat seven people and theoretically makes for an excellent vehicle for a road trip. However, its non-aerodynamic design, substantial curb weight, and comparatively limited range suggest otherwise. Despite this, I stayed doubtful because, honestly, how do you truly define a road trip? Are we talking about something similar to recreating the " Explore the USA with your Chevrolet Is it about leisurely road trips through picturesque landscapes across the nation? Or, is it making short visits to another state just to see a relative you're not particularly fond of, so they won't exclude you from their will?
In my view, the ID. Buzz’s features appear to align perfectly with what I’m looking for. that So during the time the ID. Buzz was mine, I decided to take a short road trip—driving from my place in Columbus, OH, up to an area just north of Detroit, MI.
To be honest, I don't believe it performed poorly at all.
( Full Disclosure: Volkswagen provided me with a 2025 ID. Buzz Pro S for a week.
This rear-wheel-drive model equipped with a single motor features a 91 kWh battery (86 kWh usable capacity) and offers an EPA-rated range of 234 miles. Should you wish to purchase an identical van, it would cost you $66,040, which includes the destination charge.
Many automotive journalists typically handle vehicle pickups and returns through a third-party fleet service when they receive test cars on loan. Here in central Ohio, I'm located somewhat farther from the closest fleet company compared to writers and reporters employed by outlets such as Car & Driver or Automotive News However, I'm still within the Detroit area's reach when it comes to test driving cars, despite being 213 miles distant.
I completely understand that 213 miles might seem like an easy feat for many electric vehicles. However, you may be astonished to learn which models can manage this distance on a single charge and which cannot. The journey consists mainly of highways and rural routes, with average speeds typically exceeding 60 mph, which isn't ideal for electric vehicles known to perform better at lower speeds. he Genesis GV70 Electrified managed the trip effortlessly. Did you compare the Kia EV9 with the Rivian R1S? , even amidst the chilly downpour.
Nonetheless, under optimal, mild, and bright circumstances, the Lexus RZ450e struggled to reach even 140 miles of range. Before requiring a recharge, unsurprisingly, the Fiat 500e with its 42 kWh battery managed roughly 115 miles, which actually stands out as quite commendable for a car designed primarily for short distances rather than long trips.
Therefore, shouldn't the ID. Buzz's 234-mile range suffice?
I began my journey slightly north of Columbus. The previous night, I hadn't charged the van, leaving me with roughly 42% battery power. So, I traveled approximately 20 miles north to Delaware, Ohio, to reach an EVGO charging station where I topped up to full. It took around 45 minutes to go from 36% to 100%; pretty decent time-wise. However, I won't consider this a proper "charging stop" because it added just a short distance to my overall route.
The new location I'm heading towards is 189 miles distant, though this involves bypassing an initial stretch of 24 miles from where I began. The rest of the journey follows similar paths as before—country routes and highways with typical speed limits ranging near 60 MPH. In Michigan specifically, these roadways usually maintain speeds between 70-75 mph.
I'd love to embellish this post with tales of the struggles faced during a grueling three-and-a half-hour drive, but I can't. The closest thing to an issue was my oversight about the temperature difference between Detroit and Ohio; it was much cooler at 39 degrees Fahrenheit in Detroit as opposed to the mild 65 degrees Fahrenheit (18 degrees Celsius) back home, making for a chillier journey that consumed more energy from me.
When I passed the "Welcome To Michigan" sign, the car's energy efficiency had dropped slightly to just 0.1 mile per kWh from an initial 2.8 miles per kWh. This decline prompted the vehicle’s navigation system to suggest stopping for a recharge en route. However, as it happened, this wasn't necessary at all.
I maintained the same pace as all the other vehicles, without making any adjustments for speed or traffic conditions, and the ID. Buzz performed precisely as expected. Over the entire distance of 189 miles, the vehicle handled everything well. My average speed was around 64 mph, with the electric van consuming approximately 2.7 miles per kilowatt-hour. When we handed it back to the fleet management team, it still had roughly 14% battery remaining, indicating an estimated leftover range of about 40 miles. Assuming this figure was accurate, the ID. Buzz would have been capable of reaching nearly 229 miles before needing a recharge, which is barely more than six miles less than its officially stated range.
Some might argue that this constitutes a poor long-distance score, suggesting that my trip highlights how unprepared electric vehicles still are. However, I disagree with both notions. For many individuals, such as myself, a nearly 200-mile drive represents approximately the maximum distance they’d consider traveling non-stop. Yet, after an additional 45-minute recharge period, the ID. Buzz could undertake yet another 200-mile excursion. Extending our route from Detroit, we could reach Toronto or approach Chicago. This entire travel duration spanning around eight hours wouldn’t significantly surpass what you'd experience in a vehicle powered by gasoline.
I won’t deny that legitimate worries regarding charging infrastructure are relevant in this case. Certainly, they matter. For instance, there’s a significant gap without functioning stations between Columbus and Detroit. Had there been no operational DC fast chargers, certain electric vehicles I’ve traveled with on this path might have failed to reach their destination. However, such chargers do exist. Thus, where does the issue lie?
There's still quite a journey ahead of us. However, as I drive my electric vehicle over longer distances more frequently, I'm becoming increasingly unconvinced that the issue lies with the car itself or that manufacturers should be solely responsible for providing greater range which would likely remain underutilized most of the time.
Contact the author: Kevin.Williams@InsideEVs.com
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