Muse of the cool babies at the beginning of the seventies, the Combi returns in the form of an electric van that is more posh than hippie: the ID. buzz. We took the wheel of a pre-series model before the launch of the final version in September 2022.
We no longer present the Volkswagen Combi, whose long line (March 1950 for the first opus) spans six generations. And even seven since the end of last year with the appearance of the new Multivan, no longer built on the chassis of the Transporter T6 (the utility, still in the catalog) but around the modular MQB platform, used among other by the Tiguan. Thus adorned, this beautiful baby of 4.98 m (5.17 m in long chassis) can finally offer the essential rechargeable hybrid version which it lacked.
For the transition to 100% electric, Volkswagen is taking a completely different path. The ID. Buzz, the first “zero emission” Combi in history (if we put aside a prototype designed in… 1972!), indeed appropriates the MEB platform of the ID.3, ID.4 and ID.5, whose base is one with the lithium ion battery pack. These power an electric motor placed between the rear wheels (propulsion) and sometimes even a second at the front (four-wheel drive) to the credit of the most powerful versions.
After making our mouths water in 2017 with a concept car taking up the chubby look of the original Combi, Volkswagen is therefore preparing to start production of the ID. Serial buzz. 4.71 m long (3 m wheelbase!), it is available both as a minibus and as a utility vehicle: the Cargo, 3.9 m strong3 of capacity. Their official presentation will take place on March 9, 2022, for marketing in September. But, lucky as we are, we were invited by their designers to approach them before anyone else. We were even able to drive about sixty kilometers, around Barcelona, at the wheel of the one that could well revive the “flower power” spirit among the apostles of clean air…
Despite the psychedelic camouflage of our preproduction model, it is not very difficult to perceive the lines of the ID. Buzz, generally faithful to those of the concept. We thus find the chubby bow, the V-shaped bonnet, the wide side rib called to delimit the two colors of the two-tone versions, as well as the three dummy air intakes on the rear quarter panel, imitating those of the old air-cooled models. . The amounts have however been refined in favor of the glazed surfaces, while the bulbous wheel arches, which nevertheless gave it a good base, have been dropped. Nothing very original besides on the stern side, this one proving quite similar to that of the Transporter and Multivan, except for the wide light strip, signature of the ID models.
Impossible, however, to see what the dashboard looks like. A cover covers it completely, leaving only the (digital) instrumentation and the large touchscreen infotainment screen, similar in form, graphics and content to those of the compact ID.3. The steering wheel gives pride of place to sensitive keys, like the temperature and audio volume controls under the central shelf. Alas – we are tempted to say – because their ergonomics did not convince us on the Volkswagens already equipped in this way.
Driving the ID. Pre-series buzz
First observation: the excellent driving position belongs more to the world of SUVs than to that of vans. The perfect visibility and the small turning circle for a machine of this size also immediately gave us confidence. The steering is also very gentle, although too geared down and not always very communicative. It should be noted that, despite the spring temperatures prevailing in Spain in January, our prototype was fitted with winter tires, which were softer than standard rubbers… And, with such a heavy weight (about 2,450 kg according to our guide) , the ID. Buzz, without being clumsy, did not appear to us to be terribly agile.
We feel despite everything, a lot of fun at the controls of this rear-wheel-drive minibus. Our vehicle was equipped with the 77 kWh battery and the 204 hp and 310 Nm electric motor fitted to the ID.3 and ID.4 Pro Performance. Good vigor during acceleration and “Buzz Lightyear” covers in a cathedral silence: hard not to revel in it. Great efficiency also from the regenerative braking, with exemplary progressiveness. And, even if it is always necessary to use the mechanical brakes for a complete stop of the vehicle, this one is obtained without the slightest collision at the end of the race. Pleasant.
The damping shows almost the same benevolence, the suspensions showing all the same a bit frozen on certain bleeding or manhole covers (the 18-inch wheels do not help). To its appreciable comfort the ID. Buzz will add a lot of state-of-the-art equipment: semi-autonomous driving, Matrix LED headlights, Park Assist system that can memorize recurring maneuvers or even remote updates of multimedia content, as at Tesla. Volkswagen was also inspired by the American for another practical aspect, since it is not no need for a subscription card to pay for its recharge. The car will be identified automatically by most terminals via the connector (automatic bank debit).
There remains the crucial question of autonomy. In the absence of official figures from the manufacturer, the on-board computer was our only judge of the peace. With 21.5 kWh consumed on average after 60 km of travel combining small coastal roads and motorway limited to 110 km/h, we could hope to travel 360 km before going through the charging box (maximum power accepted: 125 kW, i.e. around 30 minutes to recover 80% battery on a fast terminal). A little short for a model whose ancestors are known to be nomads…
On board the electric Combi
Don’t repeat it. To get an idea of the quality of the materials used, we discreetly ran our hands under the tarpaulin… To the touch, the coverings do not reveal a particularly soft texture. Unfortunately, this seems to be the case with all electric models produced by Volkswagen. Notwithstanding, we also spotted some rather rewarding teak-style inserts. This qualifier suits the seats quite well, which appeared to us, without camouflage this time, in a refreshing and very sixties combination of white leather and coral colored quilted fabric. The charm works all the more as the surrounding blends are rigorous.
The sliding rear doors, electrically controlled, allow effortless access to a generous cocoon with armholes. But also to a simple 2/3-1/3 bench seat, steep and narrower in the middle, where we expected three sliding individual seats. Curious bias on the part of the ID. Buzz, called upon to court large families… However, it is rumored that a long seven-seater version as well as a California version, whose interior layout might surprise us, are already in the starting blocks…
The perfectly flat floor allowed the engineers to design a trunk (1,121 dm3 in five-seat configuration) with two levels, a large hinged and removable shelf allowing the loading surface to be aligned with that of the bench seat once the backrest has been folded down. It is also possible to remove the central console to slide long objects between the seats. This “batteries & love” Combi also offers numerous storage compartments, up to seven USB-C sockets, a pair of aviation tablets and articulated armrests on the front seats (two for the benefit of the passenger), just to travel with the cool attitude.
Price and competition
According to our estimates, it will be necessary to count on 52,000 € minimum for the 204 hp version. Price from which a bonus of €1,000 can be deducted if the total price does not exceed €60,000. There really isn’t a direct competitor for the ID. Buzz, apart from a few electrified vans such as the Peugeot e-Traveller or Citroën ë-Spacetourer, which are bulkier but above all less chic. In the same price range, the Combi of the XXIand century will instead look for lice in the less spacious SUVs of its own family, the Volkswagen ID.4 and Skoda Enyaq iV. Note that two other versions should complete the ID range. Buzz: a more modest 52 kWh and 170 hp (less than €50,000?) and a 77 kWh and 300 hp all-wheel drive version that Wolfsburg will most likely call GTX (more than €55,000).
Find the results of the test and the technical sheet on the next page…
