2024 Volkswagen ID.Buzz Microbus – Automakers frequently invite us to test drive prototypes of their future designs, but we’re not willing to take these invitations. A review of an unfinished car is, necessarily, unfinished–especially as we are inevitably told that anything we don’t like is certain to be changed before the formal launch.
It was a given that we’d refuse this vehicle regardless of the fact that it’s a pre-production model which won’t make it to our shores for two years. It also has there’s also a European version that’s distinct in comparison to that of the U.S. model. The reason is that beneath the psychedelic wrap cover is the brand new Volkswagen bus that we’ve been waiting for since the departure of the Vanagon in the year 1991. Volkswagen offered a few hints of the possibility of bringing back the bus during the intervening time and even the Microbus concept that was revealed at The 2001 Detroit Auto Show. However, it was the ID. Buzz that was shown in Detroit in the year 2017 hinted at the final version, an electric microbus that will be built in the exact modular platform for electric vehicles (MEB) which is the foundation of Volkswagen’s ID.4 and Audi Q4 e-Tron.
2024 Volkswagen ID.Buzz Microbus New Design
The European-spec model was only one-third of the prototype that will arrive in the States. The prototype was more of a commercial vehicle instead of a people-hauler with a bulkhead behind the seats, which completely partitions the cargo space; all of our models will be passenger-oriented versions. It was also on the smaller 117.6-inch wheelbase, which will be available in Europe and the intention is to introduce only the larger-wheelbase version to America. This U.S. version will also come with a larger battery that the prototype’s 77.0-kWh battery. Be assured that the excitement is still a valid reason. The trip began in the Volkswagen Group’s U.K. headquarters in Milton Keynes which is the name of an English town that was built in the 1970s, on what were green fields. The town has a grid-like street layout that was designed by an urban planner based in Berkeley. It has roundabouts at every intersection (an extremely English feature). It’s an excellent location to study understeer, or in this case, ID. Buzz’s remarkable in its resistance.
This ID. Buzz’s MEB architecture means that the majority of its features are familiar, however, the shape and interior dimensions show the flexibility of architecture even when it’s not necessary to house a massive upright engine. The depth of the battery pack is evidently a factor in the width of the floor. However, it’s also spacious, converting a large portion of its 185.5-inch length into an interior space. We’ve heard that U.S.-spec models will come with 3 rows of seating.
The first prototype utilized what is believed to be the powertrain for entry-level vehicles comprising one electric motor that drives the rear wheels. Vanagon will be happy to see its successor use the same set of wheels. As with the ID.4, the engine produces the equivalent of 201 horsepower and 229 pounds of torque. Volkswagen engineers claim that an all-wheel-drive version with another motor to power the front axle could be available. Beyond the basics of dimensions, only a few specifics have been revealed but we’ve been informed that all variants that are part of the ID. Buzz will come with an upper-speed limit of 90 mph. The shorter wheelbase model is extremely agile and has a turning radius of about 35 feet.
Despite the modest engine specs, however, the ID. Buzz is faster and more responsive than its predecessors with air cooling and can accelerate swiftly from the start with delicate throttle inputs. This isn’t a rocketship and we’d expect a 60-mph speed in less than nine seconds. The acceleration slows down when speed increases and an exploratory drive at 90 mph confirmed the fact that this vehicle takes a long time to get there. In a 75-mph speed however the ID. Buzz was completely content, something that no one has ever said about before the Vanagon and its predecessors. Although a small percentage of ID. Buzz buyers will expect performance-oriented sports cars the chassis of the prototype worked very well when tested. Even when it was pushed through greasy, tight areas, the car offered no clues as to the rear motor’s rear-drive configuration, with stability control acting in a subtle manner to recover the lost grip. The front end was not fast enough to give up control, but remained firmly on an established line, even with the winter-ready tires VW installed for our drive.
The powertrain’s quiet operation was not a surprise, the continual silence as the speed increased was a surprise. Panel vans aren’t the most quiet, given their size and the lack of sound insulation. However, even in their cargo configuration the ID. Buzz did not sound a lot, with only a whisper of wind disrupting the tranquility of the cruise. The ride quality was also impressive given the commercial-grade underpinnings but there was a bit of floating over larger undulations that might be mitigated by the addition of a payload. The wheels on the prototype, which are 18 inches in diameter smaller than the ones available most likely aided in the quality of the ride. Volkswagen claims that sizes of up to 21 inches can be available.
There’s not much to write about the interior of the Buzz because the doors and dashboard were mostly hidden. It appears that it shares the identical user interface to the ID.4 which includes the dashboard touchscreen as well as smaller displays on the back of the steering wheel. Unfortunately, it also has the exact highly delicate HVAC controls, which are positioned in a way that they can be easily accidentally activated while using the main display. However, there are a lot of intelligent functions that operate quietly. It was initially thought to be an inconsistent regenerative brake but turned out as the ID. Buzz altering the level to alter the speed to meet the upcoming intersections or restrictions. The completed car will be compatible with the upcoming Plug & Charge technology, which allows cars to connect directly to chargers and remove the requirement to use cards and apps.
We don’t have any official numbers yet for the range, but the team behind the design says they’d be satisfied with a 250-mile range in accordance with the European WLTP testing protocol, which is a distance that the bigger battery should be able to provide under the more rigorous EPA standard. We’ve not been provided with an estimated charging speed but we’re assured that a quick DC charge will also be possible (the ID.4 supports rates of up to 250 Kilowatts). The original Volkswagen bus’s hippie inclination has made the latest one the perfect candidate for an electric powertrain. There is no combustion-powered version. VW tried to electrify its original model in a unique design in 1972, which featured the Type 2 panel van with 21.6 kWh of lead-acid batteries. These covered the majority of the cargo space and drove with a motor that produced 42 horsepower. It was capable of a top speed of 46 mph.
2024 Volkswagen ID.Buzz Microbus Producted
This was unacceptably slow, even by the less prestigious standards of the time. It didn’t have the right to go into production however the ID. Buzz definitely will. We’re looking forward to the final product.