2025 Volkswagen ID. Buzz First Drive Review: King of Cool

It was always going to be San Francisco.

If ever there was a city meant for the launch of the reborn ‘Bus, sunny San Fran is it. The original was the de facto four-wheeled symbol of the hippy movement, and arguably paved the way for VW’s acceptance here on this side of the Atlantic. So of course, after a prolonged wait, the 2025 Volkswagen ID. Buzz is launching here.

The new VW flagship draws attention everywhere it goes, easily one of the most eye-catching designs of the year. After spending a day with it, I found substance underneath those retro looks, as the Buzz forces a rethink of what a practical people mover can really be.

The Buzz itself, or at least our Buzz. A short-wheelbase model has been rolling around Europe for a few years now, but Volkswagen knew (North) Americans wanted more. This one is longer, but at 192.4 inches (4,887 millimeters), it’s still shorter than something like a Kia EV9 or Toyota Sienna. It still rides on the same MEB platform as the ID.4 and (on-hold) ID.7, which in suspension terms translates to front struts and a rear multi-link setup.

The embiggening process also applies to the battery pack, which is now 91 kilowatt-hours (gross), the largest capacity of any MEB product. There are two powertrain options: a rear-drive, 282-horsepower model, and the 4Motion all-wheel-drive setup putting down 335 horsepower with its dual motors. Range is very similar for both: 234 and 231 miles (377 and 372 kilometers), respectively.

There’s little reason in me describing how the Buzz looks. We’ve all seen it, we all understand where it draws inspiration. Just know that the big box looks even better out in the wild. With its bluff, happy face, short overhangs, generous glasshouse, and retro-tastic wheel designs, the Buzz is a breath of fresh air out on the road. The height (74.6 in / 1,895 mm) does make it seem larger than it is, and it is quite wide too.

VW will be offering the Buzz with two-tone paint options because that is absolutely The Right Choice. We even get three unique pairings in North America. Should you want something subtler—or more likely, you're planning on wrapping the thing—there are some plain, single-color options.

My day starts with the rear-drive model. After a photo opp at the famous Lombard Street, we high-tail it north towards Tomales Bay. The Buzz has more pounds to haul around than an equivalent ID.4, and even though it has a deceptively slippery 0.29 coefficient of drag, that’s still a whole lot of frontal area. Nonetheless, it makes easy progress in the city, across the Golden Gate, and along the very twisty Highway 1. Like its sibling, the Buzz has a smooth, predictable flow of power, though you won’t find the happy pause and play symbols on the ID.4’s pedals. There’s not much in the way of powertrain noise either, outside of a very faint hum that grows into the typical EV woosh at higher speeds.

After plenty of BBQ oysters at Nick’s Cove, I’m in the 4Motion model for the drive back to the city. Out here in perfect weather there’s not much between the two; the 4Motion is probably the quicker one, but not by much. Speed was never the point of the original T2, and while this one is much more in-line with modern expectations, it’s not the point here either.

Volkswagen is still against pure one-pedal driving, so even with the most aggressive brake regeneration, the Buzz will need you to exercise that pause pedal from time to time. The brakes are up to the task of hauling the considerable heft down, with good initial bite and a progressive nature.

The official ranges are indeed low when stacked against other EVs, especially the afore-mentioned Kia EV9 or the Tesla Model X. My brief experience with both models suggested it shouldn’t be too hard to exceed the 240 miles (386 km) in either.

With the retractable tow hitch, the Buzz is good for 2,600 pounds in rear-drive form, or 3,500 lb with 4Motion.

There’s no getting around the high-up feeling in the Buzz. The seating position is somewhat bus-like, a perch overlooking that low cowl line, with excellent all-around visibility thanks to the front quarter windows. On the highway it’s excellent, providing driver confidence through the view as well as the secure, easy handling. Along a route better suited to a GTI, there’s a tipping feeling for the driver that’s hard to overcome. Not that the Buzz ever feels close to lifting a wheel; the low center of gravity has it tracing tidier lines than its size suggests. You’re not going to be hustling the Buzz on those family road trips, but should you find yourself in the mood, it’s better than expected. The steering wheel is appreciably light but consistent.

Swapping between rear- and all-wheel drive, there’s the slightest hesitation on turn-in with the latter. Not enough to matter much in everyday scenarios, and the extra traction it affords the Buzz should prove useful for buyers in snowier climates.

Riding on big 20-inch alloys, the Buzz nonetheless has a soft and friendly ride that makes sense for a six- or seven-passenger vehicle. On the highway it shrugs off sidewinds with ease, and absorbs bumps small and large with only a muffled thump. Taller, more aggressive speed bumps do upset the equilibrium, but everything else is mellow.

Volkswagen engineers have done an exceptional job of isolating the Buzz’ massive cabin from, well, the buzz of the outside world. There’s excellent sound deadening here, with only a bit of wind noise around the mirrors on the highway.

As a sign of the Buzz’ position as top dog of the VW lineup, its interior is high-quality and full of clever storage solutions. North America gets three unique color combinations here, from the airy Dune to the mid-century modern cool of Copper. There’s a deft blend of wood, brushed metal, and colorful trimmings at play here, paired with the practicality of hide-away cupholders and a dedicated phone charging cubby between wheel and touchscreen. The USB-C ports are in the door panels, so passengers can drop their phone there to charge. The front seats are plenty comfy for the drive day, and massaging seats are most welcome.

Of course, there’s simply a ton of space in the Buzz. The second-row seats are pretty standard: the rear-driver has a bench as standard, with the twin captain’s chairs optional there and standard for the 4Motion. It’s the third row that is exceptional: it’s essentially as spacious as the second. VW still needed to confirm at the time of the event, but the Buzz might have the most spacious third-row in the entire industry. Yes, including an extended-wheelbase Suburban.

Storage space is another huge win. The 18.6 cubic feet (527 liters) of trunk space extends to 75.5 cubes (2,138 L) with the third row folded. (The wayback can also be removed.) Fold the second row and you’re left with a truly cavernous 145.5 cubic feet (4,120 L).

VW is loading up the Buzz with plenty of standard safety features across the board, including the IQ.Drive suite of driver assists, a parking assist with memory function, and front and rear parking sensors. The only surprising omission is a 360-degree camera, which is available on the mid-level Pro S Plus and up. Power-sliding doors and liftgate are standard, as is three-zone climate control. Even the base model has front seats that are heated, ventilated, power adjustable, and massaging—with memory.

Is the Volkswagen infotainment, here on a 12.9-inch screen, still frustrating to use? It’s not the most intuitive at first, no. VW has made improvements to the climate controls with a permanent portion of the screen dedicated to them, plus backlighting for the still-silly touch sliders. The small driver instrument screen attached to the steering column is still great, with lots of useful information and a setup that’s always clearly visible.

All this goodness comes with a serious sticker price. In America, the ID. Buzz will start at $61,545 including destination for a rear-drive Pro S model. The Pro S Plus adds the desired easy-open doors and liftgate, 14-speaker Harman Kardon sound system, head-up display, and retractable tow hitch, amongst other goodies, for $65,045. The Plus also offers the option of AWD, which is a $4,500 surcharge. Finally, the 1st Edition is another two grand over that, mix-and-matching features like standard two-tone paint (typically $995) and adding unique wheels while ditching the tow hitch. Options are limited to the two-tone paint and cool electrochromatic roof, which can cycle its glass between opaque and transparent.

In Canada, only the 1st Edition will be available for the first year, in either rear- or all-wheel drive forms, from $79,995 and $84,495 CAD. This is a true loaded model, with every available option save the trick glass roof. It's important to note that a five-seat version has been certified in the Great White North; we wouldn't be surprised if, as in Europe, a two-row model with fewer features makes its way here for small business use.