Latest news with #VolkswagenID.Buzz
The Drive
2 days ago
- Automotive
- The Drive
Kia's Electric Vans With Swappable Bodies Are Finally Real
The latest car news, reviews, and features. As much as it pains me to say it, I've had my fill of concept cars. These days, I want to see vehicles that could actually exist and improve people's lives, be it through driving enjoyment, genius practicality, or refreshing design. Back in January of last year, Kia shared a vision of a line of modular utility vehicles built on an electric skateboard platform. It's the sort of thing so many companies have promised, but few have delivered. Credit to Kia though—this wasn't just a pie-in-the-sky dream, because the PV5, and all 16 of its possible body style configurations, have officially entered production. The most obvious application for the PV5—the first of Kia's 'Platform Beyond Vehicle' line—is cargo and fleet operations. There are three cargo body styles available at launch: a standard-length one, a longer body, and a high-roof variant. Every PV5 has the same front cabin and first-row structure; it's everything behind them that changes. The passenger version is built on the long-body base, and offers multiple seating options. Buyers can configure their PV5 with or without third-row seating, and swap out the second-row bench for captain's chairs if they like. The automaker is taking full advantage of the potential for drag-and-drop customization with more body styles due in the coming months, including a chassis cab, as well as accessories focused on camping. Kia says the PV5's structure comes together like puzzle pieces you can mix and match, which explains the visual aid here. Kia Kia is even planning to offer factory conversions, 'built to the same durability and safety standards' as its core lineup, per the company's press release. It also worked with mobility-impaired consultants to design a wheelchair-accessible version of the PV5, which it showed off during its PV5 Tech Day in Korea this week. The van offers a choice of three battery packs, ranging from 43 to 71 kWh, all coupled with the same electric motor that produces 160 horsepower and 184 lb-ft of torque. In the U.K., the passenger version will start at the equivalent of $44,000. Not exactly a bargain, but much better than the $60K Volkswagen Unsurprisingly, Kia has no plans to bring its PBV range stateside. Why would it, what with all the chaos surrounding tariffs and the imminent death of EV tax credits? We see a lot of vehicles here at The Drive that we're personally sad to miss out on in North America, but every so often, there's one that really stings because it represents more than a niche enthusiast car. GM had a good idea with its BrightDrop electric cargo vans, but compared to what Kia's doing here, that initiative was just scratching the surface by only courting the commercial market. Got a tip? Send us a note: tips@
Engadget
02-07-2025
- Automotive
- Engadget
Trump's 'Big, Beautiful Bill' is bad for American EVs, but it could have been worse
President Trump's " Big Beautiful Bill " has squeaked through the Senate in time for this weekend's pyrotechnic celebrations. The bill festively shoots down a long list of environmental protection measures of all shapes and sizes, with the red glare of those rockets looking set to burn all current federal EV rebates in particular. While the exact timing is still in flux, as things stand the $7,500 federal rebate for electric vehicles would expire not in 2032 as originally specified, but as soon as the end of September. It's an abrupt, ignominious end to a series of incentives that, in some form or another, dates back to the George W. Bush administration. This change doesn't just cover new consumer vehicles, like the Kia EV9 or Volkswagen . It also eliminates the $4,000 federal credit on used EVs, and even stands to kill rebates for commercial vehicles of the sort that inspired a whole new and weird generation of electric vans like those from Rivian and Arrival (RIP). All those initiatives were meant to drive down the environmental impact of a transport industry that, combined, makes up 29 percent of total US greenhouse gas emissions . While that unfortunate environmental impact might not be immediately felt, for anyone considering buying an EV, some pain in the wallet is coming much sooner. But it could have been worse. Earlier versions of the bill imposed a $250 annual fee for EV owners, and a still-spiteful $100 for hybrid owners. That fee would go into effect regardless of when you bought your wheels, so even if you were doing the electric thing before it was cool , you'd have been stuck with a substantial annual premium. That fee was to be directed to the Highway Trust Fund, ostensibly ensuring that EV owners are paying their fair share for federal transportation infrastructure maintenance. The bulk of that funding comes from an 18.4 cents per-gallon tax on gasoline, which imprecisely ensures that drivers are paying roughly their fair share for highway use. This supposed attempt at EV equivalence, however, was structured in a wildly disproportionate way. The average American drives 11,318 miles per year, according to the Department of Energy, which works out to just under $100 annually in taxes on gasoline. That's less than half the proposed annual fee for EVs. Yes, electric cars and their heavy batteries do indeed wear out roads more quickly , but not to that degree. That felt more than a little unfair, but lawmakers faced an even bigger roadblock: They literally couldn't make such a fee structure work. "There is no mechanism today for the federal government to collect an annual fee," Ohio Republican Senator Bernie Moreno told Politico . Regardless of the reasoning, for now at least, this fee is no longer part of the bill. American EV sales haven't exactly been following the hockey stick growth that most industry experts had formerly been projecting. Still, it has been steadily trending upward. American EV sales in the first quarter of this year were up 10 percent, according to Cox Automotive , and that's despite Tesla's precipitous slide of late. Considering the average cost of a new car in the US is $48,799, and the average cost of a new EV is $57,734, that $7,500 federal EV tax credit clearly makes a substantial difference in bridging that gap. Assuming the Big Bill passes, that bridge will be demolished in just a few months time. While it's impossible to say how much the American EV market's growth has been driven by those incentives, we can look at the impact such cuts have had in other markets. Germany's Climate and Transformation Fund paid out €10 billion between 2016 and 2023, chipping in towards the purchase of 2.1 million EVs. EV sales declined in Germany by 16.4 percent through the first half of 2024 after that program ended. Meanwhile, elsewhere in Europe, EV sales continued to grow by nearly 10 percent. It's looking like it was only a temporary setback, though. In the first five months of this year, German EV registrations are up more than 40 percent . That, again, is despite Tesla's particularly steep decline there . As to which manufacturers will be most impacted, it stands to reason that buyers looking for with lower-priced EV offerings — cars from brands like Hyundai, Kia and Nissan — will take this change the hardest; buyers of premium brands — like Mercedes-Benz, BMW and Porsche — will be a little less dissuaded. Regardless, it should come as no surprise that not a single vehicle manufacturer is found in the list of endorsements for the "Big Beautiful Bill." You will, however, find a who's who of players in the petrochemical world, like the American Petroleum Institute, Chevron, ConocoPhillips and Coterra. The bill won't just kill incentives for EV buyers or leasers. America's charging infrastructure is also set to take a hit thanks to the repeal of the Alternative Fuel Vehicle Refueling Property Credit. This covered up to 30 percent of the cost of EV charger installation, encouraging more businesses to put more chargers in more places. Deleting that credit certainly won't help the stubbornly slow buildout of America's charging infrastructure. Critics of the American federal credit program have long said that it was too frequently used by wealthy buyers to chip a little off the cost of their next luxury EV. That, at least, is being addressed in one of the bill's other transportation-related changes, something that could actually be a positive for many Americans. The bill includes a new tax deduction that could help modern shoppers saddled with debt after a car purchase. If passed, the bill would allow buyers with car or motorcycle loans to claim up to $10,000 in interest per year on their taxes. This applies to vehicles regardless of propulsion type, meaning EVs and hybrids qualify, but there are plenty of other criteria, including that the vehicle must be for personal use, cannot have a salvage title, and must have undergone final assembly in the United States. Beyond that, to claim the full deduction, individuals must have an adjusted gross income (AGI) of less than $150,000 if filing as an individual, or $250,000 for a married couple filing jointly. If you're a shopper who's been on the fence about buying an EV, it's safe to say that now would be a very good time to pull the trigger. And I do mean now. The federal rebate may carry through September, but extra dealer incentives will be drying up quicker than crocodile tears. If, on the other hand, you're a manufacturer of EVs, chances are there's not a lot you can do right now. The auto industry was not designed to react to the whims of our current presidential administration and the gasoline-loving special interests that fuel it. Hopefully, the success of your business wasn't tied to the continued existence of federal incentives — or, indeed, a lack of import tariffs . Going forward, American EV offerings will need to be one of two things: Priced on par with the internal combustion competition, or so fundamentally compelling that they're worth the extra cost. If your vehicles don't meet that criteria, come October you might have a problem.
Tom's Guide
19-06-2025
- Automotive
- Tom's Guide
I've tested 20+ vehicles so far this year — here's my 5 favorite EVs
We're more than halfway through the year and I've practically driven a new car or truck each week. That's 20+ vehicles I've been behind the wheel of to test their performance and efficiency, but there were clearly a handful of models I'd consider to be contenders for the best electric cars you can buy. From efficient models that get more range out of their batteries, to luxury vehicles that inundate you with features, there's an EV for everyone — and at every price point too, since that's one of the biggest things I look at. All of the EVs I've tested this year go through the same process, like finding out how fast or slow they charge at home on Level 1 charging. That's why I can tell you exactly how they compare to one another. Out of all the cars I've tested, these are the five that have impressed me the most. My favorite EV I've tested so far this year isn't just the most fun drive I've had, but it's also something I could afford — which says a lot about it. I wasn't expecting a whole lot out of the Mini Cooper Countryman EV ahead of me week's worth of driving, but I was in for a surprise. For starters, it has the most responsive driving performance, which for being a compact crossover SUV isn't something I'd expect. Not only does it offer tight steering to hug curves very well, but it's backed by a dual electric motor that musters up a strong 308hp performance that propels the vehicle forward with great responsiveness. Seriously, it's like driving a sports car — but it's an SUV. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. Inside of the Mini Cooper Countryman EV, I'm astounded by the amount of space it offers, including a sizable trunk. What makes it different from other EVs, though, is the circular OLED display smacked in the middle of the dashboard that's a sight to behold. There's also the pop-up head-up display panel that gives the driver's side a cleaner look. And finally, I cannot believe that it starts at $45,200, which is something I could afford and one of the more modest priced EVs on this list. Read our full Mini Cooper Countryman EV review. There are few all-electric vans on the market, which is exactly why the Volkswagen makes such an impression on me. First of all, no other EV turned heads on the road, or attracted candid conversations with strangers than the — which proves how a thoughtful design can make a big difference. On the road, the blends the classic looks of the Bus and applies a modern aesthetic that gets attention thanks in part to the vibrant paint jobs it's available in. It also helps that its offers 3-row seating, complete with 2nd-row captain's chairs that can recline back to make long trips much more relaxed. For being a taller vehicle on the road, I'm surprised about its smooth driving experience, which also features excellent adaptive cruise control that gives the vehicle control of the driving. Plus, it's proven to be efficient for its size by reaching an average rate of 3 mi/kWh in my testing. The only downside is that it's really pricey and has limited range. Read our full Volkswagen review. The average EV costs about $57,734 according to Kelly Blue Book. That's still way more than I'd like to spend for my next car, which is why the Chevrolet Equinox EV is such a refreshing change from the $50,000+ prices I see attached to a lot of the models. With a $35,995 starting price for the LT trim, the Equinox EV proves you don't need to spend a fortune. Beyond the price, it's hard to overlook the amazing 3.5 mi/kWh average efficiency I got driving it for a week. That should assuage any range anxiety because of its EPA-estimated 315 miles of range. Combined with its price, the Equinox' excellent efficiency adds to its value. It also has a pleasant design that doesn't look boring. In fact, its hard lines give it a slight sporty appeal from the front. However, the downside of being a cheaper EV is that it's stripped of many features. For example, the Equinox EV LT offers manual seats, including the driver's seat. It also doesn't come with wireless charging. These are some of the omissions you'll have to settle with, but you get one of the most affordable and efficient EVs on the market. Read our full Chevrolet Equinox EV LT review. The Rivian R1S is one of the most expensive EVs I've tested so far this year, and with good reason. This full-sized SUV is a beast on the road, partly due to how it stands very tall and has a wide base, but it also has this kneeling function that lowers itself when it's in park. Rivian packs a ton of premium features, including the sharpest looking cameras all around the vehicle, which also are helpful with some of its assisted features — like adaptive cruise control. It's one of the most confident systems I've tested because the Rivian R1S reacts very well to cars coming and out of lanes, by applying the necessary braking and acceleration to maintain its cruising speed. Other premium features include its panoramic fixed glass roof, automatic powered frunk, luxury seats and digital air vents. However, all of this comes at the expense of a really heavy vehicle that reached an average efficiency of 2.46 mi/kWh in my testing. It could've been worse, but at least it packs large sized batteries that give it an EPA-estimated rating of 371 miles. Read our full Rivian R1S review. A classic reimagined, the Dodge Charger EV proves how muscle cars can easily impress by being transformed into an all-electric model. It's the only sporty EV to impress me this year, and that's not because it's a rare sight on the road. In true muscle car fashion, the Dodge Charger EV keeps its classic design cues with its long hood and wide body frame. What's even more attention grabbing is the engine noise it simulates when it's turned on — along with the sounds it makes accelerating, just to emulate the look and feel of its gas-guzzling ancestors. Naturally, its sporty feel and intense acceleration makes it a fun drive, including the PowerShot mode that injects extra power to its electric motors to make it move. For car enthusiasts, there's a lot of tuning to adjust the steering, power output, traction control, suspension, and more. Read our full Dodge Charger EV review.
Miami Herald
11-06-2025
- Automotive
- Miami Herald
ID.Buzz Could Get Compact Sibling As VW Evaluates New EV Plans
The Volkswagen is one of the most cheerful new family vehicles you can buy, but its starting price of $59,995 limits its appeal. That's still far more expensive than conventional gas or hybrid minivans like the Chrysler Pacifica. However, it looks like a smaller, cheaper sibling could be on the way, based on a new report by Autocar. The report suggests that the new VW would replace the Touran, an MPV that has never been sold in the United States, given our market's preference for SUVs. Currently being internally reviewed by Volkswagen, the potential Touran replacement could draw inspiration from one of the brand's most exciting concepts. The Budd-E was the first VW model to be based on the MEB modular platform that now underpins models like the ID.4, ID.7 and The electric minivan concept still looks ultra-modern today, with its wraparound windshield, two-tone body, and bold face with sleek lighting. It's this concept that could inspire the Touran replacement, but this is just one of several older MPV concepts VW is reviewing. The minimal overhangs and flat floor will maximize interior space but keep the proportions tight, which is exactly why this type of vehicle excels. According to insiders, new sliding door and seat designs are being considered to make this vehicle as versatile as possible. Powering the Touran replacement could be a choice of single or dual electric motors. To keep the price low enough, an output of around 200 to 250 hp seems reasonable, given that the larger manages between 282 and 335 hp. The and ID.4 are rear-wheel drive as standard, but its smaller sibling may rely on front-wheel drive as standard. Battery capacities of 60 to 80 kWh have been suggested as likely. EVs of this size would be expected to have a range of at least 240 miles or so to be competitive. At this point, it seems unlikely that a smaller version of the would be sold here. Such a vehicle would clash with the ID.4 in terms of price - the priciest ID.4 starts at just below the price of the Besides this, few Americans choose SUVs over minivans or MPVs. The smaller and cheaper is expected to be launched by 2027 at the earliest, assuming Volkswagen does decide to put it into production. If it has the same nostalgic styling and clever versatility of the but at a lower price, it'll be one of VW's top EVs. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Tom's Guide
17-05-2025
- Automotive
- Tom's Guide
I drove the 2025 Volkswagen ID.Buzz for a week — and it gets more attention than any other EV on the road
In my 10 months of test driving EVs, only one kind of vehicle has eluded me: an all-electric van. Well, that wait is finally over because the 2025 Volkswagen is now commercially available for purchase. And you know what? It's the EV that's getting the most attention, far more than any luxury vehicle I've tested. That's because the is unlike any other electric vehicle on the market, and in my week's worth of testing it, I cannot tell you how much of a deep impression it has made across multiple generations. Quite frankly, Volkswagen's making it cool again to drive a van on the road — complete with a modern makeover that will make you do a double take. Even though there's an undeniable amount of buzz surrounding it, the $59,995 starting cost of the base trim makes it a pricey investment. That goes up to $67,995 for the Pro S Plus with 4MOTION trim that I test drove for a week, which comes with a stronger electric motor and an EPA-estimated range of 231 miles. 2025 Volkswagen ID. Buzz Pro S Plus 4MOTION Battery 91 kWh Motor Dual electric motors Range 231 miles Horsepower 335 hp Wheels 20-inches MSRP $67,995.00 Despite being one of the taller and longer EVs I've driven all year, the 2025 Volkswagen Pro S Plus with 4MOTION manages an average efficiency of 3 mi/kWh — that's with 270 miles of driving it for the week. This means that it's very possible to go beyond the 231 miles of range it's rated for, assuming that it could sustain that 3 mi/kWh efficiency. While this turns out to be better than I expected, the range is still considerably low compared to other EVs I've tested, like the much cheaper Chevrolet Equinox EV. Then again, I managed an efficiency of 4.1 mi/kWh driving 7 miles of local driving, while my best long distance efficiency came out to 2.9 mi/kWh driving a total of 60 miles. Compared to other large-sized EVs I've tested so far this year, the ID. Buzz is actually pretty good with its efficiency, considering it offers 3-row seating. The Level 1 charging speed isn't bad at the rate of 2.66 mi/hr, but if you intend on driving a lot each day, I highly recommend installing a Level 2 charger at home. Basically, it added back 30 miles of range to the with 11.2 hours of charging. If your daily work commute is short, say 10 miles round trip, you could suffice with Level 1 charging. 2025 Volkswagen ID. Buzz Pro S Plus 4MOTION 2025 Rivian R1S Tri-Motor 2025 Chevrolet Equinox EV LT Total miles driven 270 miles 413 miles 351.6 miles Average Efficiency 3 mi/kWh 2.46 mi/kWh 3.5 mi/kWh Best long distance driving efficiency 2.9 mi/kWh (60 miles of distance) 3 mi/kWh (34.6 miles of distance) 3.7 mi/kWh (32.9 miles of driving) Best short distance driving efficiency 4.1 mi/kWh (7 miles of distance) N/A 4.5 mi/ kWh (16 miles of driving) Level 1 charging rate 2.66 mi/hr 2.32 mi/hr 3.96 mi/hr Without a doubt, the quirky design of the 2025 Volkswagen is its biggest draw — mainly due to how it takes the iconic design of the Volkswagen Bus and reimagines it with a modern touch. I know it also helps that it's available in a handful of colors, like the Pomelo Yellow Metallic and Candy White trim of my loaner. Get instant access to breaking news, the hottest reviews, great deals and helpful tips. A post shared by John Velasco (@john_c_velasco) A photo posted by on On the road, it received more attention from other drivers than any other EV I've tested to date — which inspires a lot of nostalgia from baby boomers and Gen Xers. I've had a couple of instances when other drivers would pull up by me, only to tell me how much they love this redesign. Just check out the video above to see exactly what I mean. I'm an older millennial and I can appreciate how its design casts a deep impression across all generations. Prior to this, the only other van I've tested in the last year is the Chrysler Pacifica Plug-In Hybrid. I was anticipating it to be a challenge to drive, since the is longer and surprisingly just as tall as other all-electric pickup trucks I've driven — like the Chevrolet Silverado EV. But despite this, I have to say that the Volkswagen drives smoothly and has a decent turning radius. On the highway, its 335 hp performance from its dual electric motors allow it to accelerate effortlessly, while the steering is responsive enough to take turns without much effort. I would recommend, though, to drive it in B mode because this effectively engages the regenerative brakes. This all-electric van begs to be driven for long distances, which is why I appreciate how well its adaptive cruise control works. Once activated, it takes control of the steering wheel to keep it centered in the lane, along with applying the necessary braking and acceleration to maintain its cruising speed. I also like how this adaptive cruise control system is pretty quick to respond to other cars coming into my lane. Not only does it brake to keep its distance when this happens, but it doesn't slam the brakes as hard as other EVs. On top of that, it gradually accelerates to get up to cruising speed rather than doing it abruptly. And finally, I find the heads-up display helpful in keeping my eyes more focused on the road than looking down at the driver's display. Your passengers can relax in style with the 2025 Volkswagen Pro S Plus with 4MOTION because it packs second-row captain's chairs that make it feel like they're sitting in first class on a flight. There's only two seats for the second row, which can recline to make them more suitable for those naps on the road, but there's an opening in between that allows easy access to the third row. Speaking of the third row bench seating, there has been a recall recently for the because it's deemed too wide and doesn't comply with the current standards — which is odd because you'd think that this would've been caught earlier in the development process. Regardless, I thought they're much more comfortable than the other vehicles with third-row seating. Not all vans have second row windows that can open, but the Volkswagen has a neat take with its power sliding windows. They don't technically open down like your traditional rear windows, but rather the glass cutout slides out — which I'd say is another design quirk that makes it intriguing. Bigger vehicles like this tend to sacrifice efficiency for the utility of carrying more passengers, but the Volkswagen manages 3 mi/kWh efficiency. That's the target I want all EVs to strive for at this point, as there are still few that exceed the 4 mi/kWh range — like the Lucid Air Pure. What's notable about my 3 mi/kWh average efficiency driving the for a week is that it could theoretically hit a range of 273 miles based on its 91 kWh battery. This actually beats the manufacturer's EPA-estimated claim of 231 miles. I'm always in awe whenever I unlock the Volkswagen with the key fob because I'm treated to a short lighting sequence that shows off its adaptive LED headlights. Even better is the dynamic cornering lights that kick on and throw additional light whenever I take turns — so that I can see a bit more of the road to my left or right. Speaking of range, it's really short and puts it at a disadvantage over other EVs similar to its size. This kind of EV begs to be driven for vacations and long distance trips, but its EPA-estimated range of 231 miles limits how far and longer you can drive with it before it needs to be charged. For example, the 2025 Cadillac Optiq packs a slightly smaller 85 kWh battery, but it's rated for 302 miles. Due to how it prioritizes passenger space on the inside, the trunk is obscenely small — albeit, I do like the small cubbies that act as storage. I struggled with this because there wasn't enough space for a big grocery trip, so I ended up having to stow them in the second row. I could pull down the third row seats to make more room for the trunk, but then it becomes more of a hassle of constantly putting them back up. Although it's a modern van in how it's designed from the inside and out, I think Volkswagen is missing an opportunity to draw more people into choosing the I could very well see the for campers and van life folks, but it would be nice to have other trims that would cater to their needs more — as opposed to being a passenger vehicle for carrying a lot of people. I think it would be attractive if there was a camper trim version that strips out the premium seats on the inside to make more room. At this point, you'd have to do some extra work into converting the current trims to an ideal camper. People can't get enough of the 2025 Volkswagen It's cool, hip, and different all at the same time. Plus, it certainly boosts the interest around making more all-electric vans because this is one area that's sorely lacking with options. I can't tell you enough how people have a deep connection to the because it got more compliments and interest from random strangers than all the other EVs I've driven this year, combined. While it's still more expensive than the average EV, I think it's reasonable given the premium features that come with it — and how cool looking it is to drive. I just want more trim options, so that owners don't have to do more work (and potentially more money) to get it to exactly what they want.
