The Volkswagen ID. Buzz offers “just” up to 234 miles of range. However, a trip to Detroit demonstrates that this distance allows for more possibilities than one might assume.
When Volkswagen dropped the
ID. Buzz
Initially, most of us were captivated by the large van’s nostalgic design—even I, as InsideEVs’ resident curmudgeon, was charmed. However, once the initial excitement of finally obtaining our vintage-style electric van subsided, it wasn’t long before my more pragmatic perspective started to surface.
To scrutinize the van’s technological features with greater skepticism.
Yes, the van can seat up to seven people and theoretically seems like it would make for a great vehicle for a road trip. However, its non-aerodynamic design, heavy curb weight, and comparatively lower estimated range suggest otherwise. Despite this, I stayed doubtful because, honestly, how do you really define a road trip? Something like recreating the “
Explore America with your Chevrolet
Is it about leisurely road trips through picturesque landscapes across the nation? Or, is it making short journeys over the state lines just to spend time with a relative you somewhat tolerate because you don’t want to miss out on what they might leave you in their will?
In my view, the ID. Buzz’s features appear to align perfectly with what I’m looking for.
So during the time the ID. Buzz was mine, I went on a short road trip—driving from my place in Columbus, OH, up to an area just north of Detroit, MI.
Honestly, I don’t think it did too badly.
( Full Disclosure: Volkswagen gave me 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-estimated range of 234 miles. Should you wish to purchase an exact replica of this vehicle, it would cost you $66,040, which includes the destination charge.
Many automotive journalists typically arrange vehicle pickups and returns through a third-party fleet service when they receive test cars. Here in Central Ohio, I’m located farther from the closest fleet company compared to the writers and reporters at locations such as
Car & Driver or
Automotive News. Still, I remain within the Detroit realm of influence when it comes to test driving cars, despite being 213 miles distant.
I completely understand that 213 miles might seem manageable for many electric vehicles. However, you may be shocked when you find out which ones can make it 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 since EVs usually 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.
Nevertheless, under optimal circumstances with mild temperatures and bright sunshine, 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 of range, which actually stands out as quite commendable for a car designed primarily for city driving rather than long trips.
So, the ID. Buzz’s 234-mile range should be enough, no?
I began my journey slightly north of Columbus. The previous evening, I hadn’t charged the van at all, leaving me with just around 42% battery power. So, I drove approximately 20 miles north to Delaware, Ohio, to an EV Go charging station where I topped up to full capacity. It took roughly 45 minutes for my battery level to go from 36% to 100%; pretty efficient. However, I won’t consider this a formal “charging stop” because it added minimal distance to my overall route.
The new location I’m heading towards is 189 miles distant, but it starts 24 miles further than where I initially planned to begin. The rest of the journey follows an identical path. My travel will include rural routes and highways with a lowest permissible speed of about 60 MPH. In Michigan, most stretches maintain speeds between 70-75 mph.
I’d love to embellish this post with tales of the difficulties faced during a grueling three-and-a half-hour drive, but I can’t. My main issue was underestimating the chillier weather in Detroit compared to Ohio; it was 39 degrees Fahrenheit versus a more pleasant 65 degrees Fahrenheit (or 4°C vs 18°C). This temperature drop significantly boosted my energy usage.
When I passed the “Welcome To Michigan” sign, the car’s energy efficiency had dropped slightly to an average of just 0.1 miles per kWh, compared to its previous rate of 2.8 miles per kWh. This decrease prompted the vehicle’s navigation system to suggest stopping for a recharge en route to my final destination. However, as it happened, this wasn’t necessary at all.
I maintained the same speed as the surrounding vehicles with the ID. Buzz, without making any adjustments for pace or traffic conditions, and it performed precisely as intended. Throughout the entire 189-mile trip, the ID. Buzz operated smoothly. My average speed was around 64 mph, and the vehicle achieved an efficiency of 2.7 miles per kilowatt-hour. Upon completion, it had 14% battery remaining, indicating approximately 40 miles of range still available. Assuming this estimate held true, the ID. Buzz would have been capable of traveling up to 229 miles, which is merely six miles less than its officially stated range.
Perhaps some would say that this is a dismal over-the-road rating, and that my drive only proves just how not ready for prime-time EVs are. I don’t think that’s fair or true, though. I think for a lot of people, this roughly 200-mile drive is about their limit for driving in one sitting. But, if I were to continue on, it would only take me about another 45 minutes for the ID. Buzz to be ready for another 200-mile journey. Another 200 miles from Detroit could take me to Toronto. Or just outside of Chicago. That’s a full eight-hour driving day, done in a time that’s marginally longer than a gas-powered car.
I’m not going to say that the very real concerns about charging infrastructure do not apply here. Of course, they do. There’s a huge charging dead spot between Columbus and Detroit. If there weren’t any working DC fast chargers, then some of the other EVs I’ve driven along this route simply would not have made it. But, there are. So, what’s the problem?
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 persuaded that the issue isn’t with the car itself or the necessity for manufacturers to provide greater range which will rarely be utilized.
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