VM Test Drive Report: VW ID.Buzz: The Bulli for a New Era

The ID.Buzz and its "Nutzi" brother Cargo are supposed to be a puzzle piece, as seen by the manufacturer Volkswagen Commercial Vehicles. Specifically, a piece that fills the all-electric gap still present in the lineup, apart from the early foray with the large VW e-Crafter. However, the e-Crafter was electricalized using the "hand-me-down" e-Golf drive system. But this is a different era; the manufacturer speaks of a "gamechanger": With the MEB, the manufacturer is expanding the platform into the van segment for the first time – pushing it to the limits of feasibility, with a total weight of up to 3.4 tons.

These are necessary to accommodate the large-format MEB batteries in a minivan or transporter – while also achieving up to 750 kilograms of payload. This is not particularly much in the so-called "one-ton segment" – and is roughly on the level of a VW Caddy, actually a class below. But the ID.Buzz somehow operates between all the usual class assignments – and positions itself among commercial vehicles below the T6.1, among passenger cars below the T7 – and above the Caddy and Caddy Maxi. For the compact class, the group previously made do with a makeshift, not bad but unfortunately expensive, electric conversion in cooperation with ABT E-Line. This will likely become a thing of the past with the ID.Buzz.

It leaves its fossil fuel siblings in the dust

Based on the first driving impressions that VM was able to gain with the strikingly wrapped pre-production vehicles, it not only fits in between but drives ahead of all its siblings: The ID.Buzz feels like a transporter from a new era. The whisper-quiet rear-wheel drive allows the vehicle to start smoothly without the "usual" tugging in the steering, and it accelerates forward seamlessly from a standstill with 150 kW and 310 Nm, without any roughness or jolts in the drivetrain, and without the clatter of a diesel engine, offering an unparalleled seamless mode of transportation in the van sector. You merge onto the highway in the blink of an eye, effortlessly jumping into gaps – or overtaking slower vehicles on the country road. Normally, the E-Bulli also starts gently or moves with a press on the drive pedal at "Auto Stop". Maneuvering works perfectly, thanks in part to a sensational turning radius of eleven meters – also an advantage of the rear-wheel drive concept, with which the Bulli somehow returns to its roots.

Extremely good insulation

The wear-free deceleration with the single-stage, situation-dependent recuperation is smooth and eliminates many braking actions – essentially, only the "one-pedal driving" is missing for complete courier driver happiness. Considering the inaudible motor, it becomes even more significant that the insulation can also be considered effective and successful: Wind noise is minimal, you can communicate effortlessly with the passenger at autobahn speeds – sensibly limited to 145 km/h – rolling noises are also minimal, and the doors are extremely well-sealed. Once in motion, the excellent rolling ability of the approximately 2.7-ton vehicle stands out, which should contribute to the formal range of about 420 kilometers for the 77 kWh version.

Solid, safe, and agile on the track – and aerodynamic

The biggest improvement compared to the conventional Hanover siblings is noticeable with potholes: Torsion-resistant, with a dry, solid plop, and great sovereignty, the suspension handles all the road’s challenges, with no sign of the typical trampling of a T6.1 or even a T7. Thanks to the 77 kWh battery under the floor (82 kWh gross), the road handling remains stoic and unwavering even during strong February storm gusts in Hamburg, certainly helped by the ample 18-inch tires in the base model, wider at the rear than the front. Wheels up to 21 inches are possible. The ID. Buzz doesn’t drive as sharply as the ID.3, but it does feel extremely confident and natural, with a good mix of comfort and agility.

Overall, the E-Bulli handles well in the wind: The aerodynamics are top-notch for a bus that's 1.93 meters high and a substantial 1.98 meters wide (VW T6.1 1.97x1.90 meters wxh) with a drag coefficient of 0.28. This also contributes to the efficiency, which on a first 40-kilometer city-country round is at a frugal level of 21 kWh/100 km for this caliber. The steering feel is direct and responsive both on country roads and in the city, yet light, with hardly any feedback transmitted to the steering wheel. The turning radius, thanks to the rear-wheel drive, feels as tight as using a compass, formally eleven meters.

Assistance: Information from the ID swarm

The driver assistance functions accurately and are expected to improve with quarterly updates in the future. For the first time introduced in the ID.Buzz, the semi-automated Travel Assist goodies with lane-keeping, distance, and emergency braking assistance are supplemented by data collection via a swarm, which connects to other ID models and utilizes the insights. Car2X communication with infrastructure, when it "speaks," is also planned for the future. This includes a new Park Assist function that remembers routes and frequently used parking spots, a sort of parking memory function – though it's questionable who would need this considering the good mirrors, the precise reversing camera with an image on the central screen, and the small turning circle.

Good visibility even without digital parking aids

There is also impeccable visibility forward and diagonally to the side, thanks to the large triangular windows with slim pillars. Only the small hood for the distance and emergency braking assistant camera slightly restricts the view. The engineers had to weigh options and found a better position than at the top of the windshield, as explained by Kai Grünitz, Head of Vehicle Development at Volkswagen Commercial Vehicles. You also sit not quite as high in the electric vehicle as in the T6 or T7, but still on comfortable AGR-certified seats. The infotainment and the pleasantly reduced central digital instrument are known from other ID models, and the swipe-and-go controls for ventilation and climate might be an inconvenience, especially in a commercial vehicle.

He can also be practical: Functional interior

The space in front of the middle seat is rigorously cleared, allowing a second passenger ample leg and footroom. Additionally, moving sideways is completely hassle-free, with the small step posing little hindrance. The storage spaces, despite the prototype mats, appear to be practical, with compartments running across the entire front under the windshield, and the phone finds a place in a deep, inductive charging tray. Without a double bench seat, there's a removable box in the center, similar to the ID.3, with a deep charging bay, ensuring further organization. The build quality in the pre-production vehicles is already creak-free and clean, with the plastics not exactly luxurious but very presentable for a commercial vehicle, as well as robust and scratch-resistant.

The front was made more practical

Speaking of robust: Compared to the “smoother” concept vehicles, starting from the spectacular ID.BUZZ 2017 in Detroit, the engineers have further divided the front section, so that the bumpers can be repaired separately and the aerodynamics have also been optimized. Under the stubby hood, there is only a “maintenance flap” held with a simple webbing strap, which opens the way to the windshield washer fluid container and coolant.

High loading floor: Downside of the Bulli concept

The disadvantages of the rear-wheel-drive concept, as already hinted at in the ID study at the IAA in Hanover in 2018, are found in the cargo area – and the 4.71-meter-long ID.Buzz shares these with its original ancestor, which existed as an electric model as early as 50 years ago as the T2: With a 21.6 kWh battery, 32 kW motor, 85-kilometer range, and 75 km/h top speed. The cargo area of the ID-Bulli is quite high for a compact van at 62 centimeters above knee height, due to the engine that demands space in the rear. For the panel van, a flat floor is mandatory, which likely sacrifices about ten centimeters of (loading) height, so that it offers just 1.26 meters, no more than a Caddy that is seven centimeters shorter. Otherwise, even more cargo volume could potentially be achieved than the decent but not sensational 3.9 cubic meters.

For comparison: An even shorter Opel Vivaro/Peugeot Expert/Citroen Jumpy XS offers significantly more with 4.6 m³ at 4.60 meters length in the diesel version with through-loading option up to 5.1 m³ - the electric version is only available from the medium length. An Opel Combo e-Cargo with a 50 kWh battery and a maximum range of 285 kilometers in the long version holds 3.9 to 4.4 m³ with four centimeters more length at 4.75 meters.

Stub nose, no modular passenger seat

In the ID.Buzz, the volume is distributed across a load length of 2.20 meters, which is five centimeters better than the 4.85-meter-long Caddy Maxi, and a decent width of 1.70 meters, thanks to the stubby hood. At least the AC charging cable is stored in a compartment under the side floor – and the partition allows for 45 centimeters of through-loading under the cabin. However, a folding or swivel passenger seat, as is usual with the French competition, is not available, just like in the Caddy and T6.1.

Room for two pallets - if you push them through

However, with a T6 wheelbase of almost three meters and 1.23 meters between the narrow wheel arches, there is room for two pallets if you can push them through, provided you order the robust plastic floor. While the E-Bulli opens decently on the side, it does not open wide enough for the standard load carrier at 75 centimeters. Those who require this feature must opt for the Caddy Maxi (83 cm sliding door width) or better yet the T6.1 – or wait for its successor, which is being developed by Ford and will likely come with the E-Transit rear-wheel drive on a renewed platform. The usual professional impression is rounded off by ten sturdy lashing rings, with an airline track system optionally available.