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The Volkswagen ID. Buzz offers "just" up to 234 miles of range. However, a trip to Detroit demonstrates that this distance allows for more practical use 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-inspired electric van faded, it wasn't long before my more logical perspective began to surface. To scrutinize the van’s technical features with a sharper focus.

Certainly, the van can seat up to seven people and theoretically seems like it would make for a decent vehicle for a road trip. However, its non-aerodynamic design, significant heft, and comparatively modest estimated driving range suggest otherwise. Despite this, I stayed doubtful because, really, how do you precisely define a road trip? For instance, does that include attempting to recreate the " Explore America with your Chevrolet Is it about picturesque road trips across the nation? Or, is it making short visits to see a relative you're not particularly fond of, so they won't exclude you from their will?

In my view, the ID. Buzz’s features appear to align perfectly with what I’m looking for. that While the ID. Buzz was mine, I went on a short road trip—driving from my place in Columbus, OH, up to the area just north of Detroit, MI.

To be honest, I don't believe it performed poorly.

Photo by: InsideEVs

( Full Disclosure: Volkswagen provided me with 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 desire an exact replica of this vehicle, it would cost you $66,040, which includes the delivery charge.

Many automotive journalists typically arrange vehicle pickups and returns through a third-party fleet service when evaluating press cars. Here in central Ohio, I'm located farther from these fleet companies compared to writers and reporters working at larger publications like Car & Driver or Automotive News Still, 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 like an easy feat for many electric vehicles. However, you may be astonished to learn which models can manage 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, which isn't ideal for EVs that usually perform better at lower velocities. 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, mild, and bright circumstances, 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 approximately 115 miles of range, which turns out to be quite impressive for a car designed primarily for short distances rather than long trips.

Therefore, shouldn't the ID. Buzz's 234-mile range suffice?

I began my journey slightly north of Columbus. The previous evening, I hadn't charged the van at all, leaving me with roughly 42% battery when I set off. So, I drove around 20 miles north to Delaware, Ohio, to an EV Go charging station where I topped up to full capacity. It went from 36% to 100% in approximately 45 minutes—pretty efficient. However, I won't consider this a proper "charging stop" because it added just a short detour to my overall route.

The new location I’m heading towards is 189 miles distant, having started 24 miles further along than initially planned. The rest of the journey follows an identical path. My travel will include rural routes and highways where the lowest permissible speed is about 60 MPH. In Michigan, however, most roadways maintain speeds between 70-75 mph.

Photo by: Kevin Williams/InsideEVs

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. The closest thing to an issue was my oversight about the temperature difference between Detroit and Ohio; it was a chilly 39 degrees Fahrenheit in Detroit versus a milder 65 degrees Fahrenheit (18 degrees Celsius) back home. This unexpected chill 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 the initial 2.8 miles per kWh. This decrease led the vehicle's navigation system to suggest stopping for a recharge before arriving at my final destination. However, as it happened, I managed without needing one.

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 vehicle handled everything well. My average speed was around 64 mph, and during this drive, the electric van achieved an efficiency of approximately 2.7 miles per kilowatt-hour. Upon returning the vehicle to the fleet manager, it still had roughly 14% battery life remaining, indicating about 40 miles of travel capacity left. Assuming these figures were accurate, the ID. Buzz would have been capable of traveling up to 229 miles before needing a recharge—a figure slightly below but very close to its officially stated range.

Photo by: Kevin Williams/InsideEVs

Some might argue that this constitutes a poor long-distance score, suggesting that my trip highlights how unprepared electric vehicles (EVs) still are. However, I disagree with both these assessments. For many individuals, such as myself, a nearly 200-mile drive represents approximately the maximum distance they’d comfortably undertake without stopping. Yet, after an additional 45-minute recharge period, the ID. Buzz could manage another 200 miles effortlessly. From Detroit, extending the range could get us to Toronto or right near Chicago. This effectively equates to a complete eight-hour travel duration, which isn’t significantly more than what you'd experience in a gasoline vehicle.

I won’t deny that the legitimate worries regarding charging infrastructure are irrelevant in this case. Certainly, they matter—there’s a significant gap without functioning stations between Columbus and Detroit. Without operational DC fast chargers, several electric vehicles I've driven through this area wouldn't have reached their destination. However, these chargers are available. Therefore, where does the issue lie?

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 doubtful that the issue lies with the car itself or that manufacturers should focus solely on providing greater range, which would likely be used very infrequently.

Contact the author: Kevin.Williams@InsideEVs.com