The Volkswagen ID. Buzz offers an impressive range of up to 234 miles. However, a trip to Detroit demonstrates that this vehicle can achieve much more 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’ perennial curmudgeon, was smitten. However, once the initial excitement of owning this retro-inspired electric vehicle waned, it wasn’t long before my logical perspective began to resurface.
To scrutinize the van’s technological features with greater discernment.
Certainly, the van can seat up to seven people and theoretically seems like it could make for a decent vehicle for a road trip. However, its non-aerodynamic design, substantial heft, and comparatively limited driving range suggest otherwise. Despite this, I stayed doubtful because, honestly, how do you really define a road trip? Like recreating the ”
Explore the USA with your Chevrolet
Is it about leisurely road trips through beautiful landscapes across the nation? Or, is it making short visits to another state just to see a relative you’re not particularly fond of but wish to remain in their good graces?
To me, the ID. Buzz’s features appear as though they would suit my needs perfectly.
that
Alley. During the time I had the ID. Buzz, I embarked on 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.
(
Full Disclosure:
Volkswagen provided me with a 2025 ID. Buzz Pro S for a week.
This single motor, RWD unit has a 91 kWh battery (86 kWh usable), good for an EPA rating of 234 miles. If you want a van identical to this one, it will set you back $66,040, including the destination fee.
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 these fleet companies compared to the writers and editors at establishments such as
Car & Driver
or
Automotive News
However, I remain within the Detroit circle of service for a press vehicle, despite being 213 miles distant.
I completely understand that 213 miles might seem manageable for many electric vehicles. However, you may be astonished to find out which models can accomplish this distance on a single charge and which cannot. The journey consists primarily of highways and rural routes, with average speeds typically exceeding 60 mph—conditions that aren’t ideal for electric vehicles, which 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—a figure notably impressive for a car designed primarily for short trips rather than long journeys.
Therefore, shouldn’t the ID. Buzz’s range of 234 miles suffice?
I began my journey slightly north of Columbus. The previous night, I hadn’t charged the van at all, leaving me with just around 42% battery. So, I drove approximately 20 miles north to Delaware, Ohio, to an EVGO charging station where I topped up to full. Getting from 36% to 100% took roughly 45 minutes—pretty decent time-wise. However, I won’t consider this a formal “charging stop” because it added barely any distance to my overall route.
The new location I’m headed for is 189 miles distant, though my initial path started 24 miles closer than planned. The rest of the journey remained unchanged as before, involving rural routes and highways where speeds typically didn’t drop below about 60 MPH. In Michigan specifically, most roadways maintained an average speed range between 70-75 mph.
I’d love to embellish this post with tales of the difficulties faced during a three-and-a half-hour drive, but I can’t. The closest thing to an issue was my failure to realize it would be much colder in Detroit than in Ohio—39 degrees Fahrenheit versus the more pleasant 65 degrees Fahrenheit (18 degrees Celsius). This temperature drop was significant enough to boost my energy usage considerably.
When I passed the “Welcome To Michigan” sign, the car’s energy efficiency had dropped slightly to just 0.1 miles per kWh from an initial 2.8 miles per kWh. This decrease 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 speed as the surrounding vehicles with the ID. Buzz, without making any compromises regarding velocity or adapting to traffic conditions—and it performed precisely as intended. The ID. Buzz successfully completed the entire 189-mile trip effortlessly. My average speed was around 64 mph, and during this drive, the electric van achieved an efficiency of 2.7 miles per kilowatt-hour. Upon returning the vehicle to the fleet management team, it still had approximately 14% battery life remaining, indicating roughly 40 miles worth of charge left. Assuming these figures were accurate, the ID. Buzz would have been capable of traveling up to 229 miles before needing a recharge, placing it within just six miles of its officially stated range capabilities.
Some might argue that this constitutes a poor long-distance score, suggesting that my trip highlights the shortcomings of electric vehicles (EVs). However, I disagree with both assessments. For many individuals, a drive spanning approximately 200 miles represents nearly the upper boundary of what they’d consider comfortable without taking a break. Yet, had I continued, an additional 45 minutes would have been sufficient for the ID. Buzz to recharge enough for another 200 miles. From Detroit, reaching cities like Toronto or just beyond Chicago becomes feasible within such range. This total travel distance can easily fit into an eight-hour driving schedule, which isn’t significantly more extended compared to using a gasoline vehicle.
I won’t claim that the legitimate worries regarding charging infrastructure aren’t relevant here. They certainly are. There’s a significant gap without functioning stations between Columbus and Detroit. Had there been no operational DC fast chargers, several other electric vehicles I’ve traveled with on this path wouldn’t have completed the journey. However, such chargers do exist. Therefore, what issue remains?
There’s still quite a journey ahead of us. However, as I drive my electric vehicle over longer distances more frequently, I’m increasingly persuaded that the issue isn’t with the car itself or that we need more range from manufacturers which will rarely be utilized.
Contact the author:
Kevin.Williams@InsideEVs.com
Related Articles
- Volkswagen ID. Buzz Pro S: We Have It for the Week, What Would You Like to Learn About It?
- 2025 Volkswagen ID. Buzz: Winter Range And Charging Test
- Volkswagen ID.Buzz Winter Road Trip: ‘A Total Train Wreck’
- The VW ID. Buzz Exceeds Its EPA Range Estimate in Actual Driving Conditions
