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VW reveals three-row ID. Buzz for North America, sales start 2024 [Updated]
VW has revealed the much-anticipated long wheelbase version of its ID. Buzz electric microbus, with an extra row of seats and starting deliveries next year in the US.
Update: we’ve added some more information we gathered today at the reveal event this morning in Huntington Beach, CA.
The new ID. Buzz version is much like the two-row European spec, but with a little more of just about everything. It has 282hp as opposed to 201hp (plus an available 330hp dual-motor configuration) with a top speed of 99 mph instead of 90 mph, 91kWh instead of 82kWh of battery, and is a full 10 inches longer. It also gets an openable rear window, unlike the two-row version.
Those additional 10 inches all come in the form of a 10-inch-longer wheelbase. At 192.4 inches long, the three-row ID. Buzz is actually a full 2 feet longer than VW’s original 168-inch-long microbus. This all means more space for humans and cargo compared to the two-row version. The extra row of seats takes up some of that space, but the 2nd row folds flat and 3rd row can be removed (and Canada will get a unique long-wheelbase, two-row version, without the third row of seats for those who just want more room).
Sitting in the car at the reveal event, there was no shortage of space. At 6′ tall in the 2nd row and with a 6’3″ VW dealer representative behind me, both of us had no shortage of room in any dimension. 6 adults should have no problem here, and probably 7 as long as at least one of them is skinny. VW is planning a 6-seat option, but we haven’t seen it yet.
The longer wheelbase also means room for an extra 9kWh of battery. VW hasn’t yet announced the range of the three-row version, though the European spec has 263 miles on the WLTP cycle. While the NA-spec has a larger battery, it’s also a longer and heavier vehicle, and EPA mileage estimates are significantly lower than WLTP estimates, so we can’t be sure what the final number will shake out as. All VW would tell is that it will be somewhere between 200-300 miles.
As for charging capability, the two-row bus has 170kW charging, but a VW rep told us that the larger battery will likely enable faster charging, perhaps as high as “around” 200kW.
The only solid efficiency-related answer VW provided in writing, though, is that the Buzz has a drag coefficient of .29, which it calls “very good for a vehicle of this shape” (i.e., a brick).
The North American model also comes in three new colors that aren’t available on the European spec: Cabana Blue, Metro Silver, and Indium Grey.
VW hasn’t yet specified a price for the US version of the ID.Buzz, but it starts in the $65K-$70K range in Europe after taxes. While the 3-row version is larger, VW hinted to us at the event that US pricing might even come in below European pricing, but that’s obviously not a promise as nothing is officially announced yet.
A lower price might be necessary because the ID.Buzz will be built in Germany and imported to the US, which means it won’t get access to tax credits like the US-built ID.4 does. This also means the US won’t get the cargo van – it would be subject to the “chicken tax” which keeps foreign trucks out of the US. VW says domestic production could happen, but that’s contingent on sales going well (we at Electrek think VW is underestimating the market for this car), and on production timelines.
Regardless, this puts the price near the high-end of the electric SUV market, nowhere near the entry level. We mention electric SUVs because there isn’t really another vehicle like this. There’s one plug-in hybrid minivan, the Pacifica Hybrid, and some commercial electric vans like the eSprinter and E-Transit. The ID. Buzz sits somewhere adjacent to a van and a minivan, with more character than either, so it’s hard to really find a direct competitor for it.
But the closest thing is probably minivans, and this will be much higher price than the gas-powered entry-level of that market, which is in the ~$35K range. That said, the Buzz may access some state and local incentives and will have lower running costs from energy and maintenance.
And, as the first all-electric entry into the market, VW probably thinks it can justify a higher price. Anecdotally, there does seem to be significant demand out there for a cool minivan-esque electric vehicle – especially one that could enable interesting conversion/adventure options.
VW didn’t give us any more news about the upcoming California camper van that it’s planning, but the long wheelbase gives VW room to work with. With all that space and built-in electricity, there should be some really cool options out there for van-lifers (perhaps even ones who want to stay off the grid with solar panels).
Electrek’s Take
We got a little hands-on time with the ID.Buzz at today’s reveal event in Huntington Beach, and crowds were pretty excited about the new electric bus.
As someone whose family had a VW Vanagon Westfalia camper growing up, the VW bus has special significance to me. My family went on a lot of adventures in that bus, and for all its quirks, it was an awesome vehicle.
And when I got into electric vehicles, I constantly thought about what a great platform a bus would be for an EV, with plenty of room under the floor for batteries which could power various camping accessories (stoves, lights, entertainment, etc.).
So when Voltswagen showed off its original ID. Buzz concept and leaned hard into the cool retro style of it all, I was immediately sold on the idea. I, and many others, thought it was just too cool.
Then reality set in, and the car ended up looking a little less “cute” than the original retro concept. The finalized version got a little more boxy shape, lost the characteristic old multi-window look, and the commercial/cargo version even lost the rear windows to just look like a normal van.
But still, between the two-tone paint job and short overhangs (though a less-forward driving position than classic buses, a result of modern safety requirements), the ID. Buzz remains more “fun” than a normal van. And it does have more character than most minivans, and is less boxy than other vans like the Sprinter and Transit.
At the event today, VW invited bus owners to show up, and there was a huge swath of them filling the parking lot. Many of them were excited to see the bus coming back, but, like me, wished it carried over more of the original spirit of the classic bus. That said, VW’s presentation leaned hard into that classic bus culture, so we hope it can continue to cultivate that and incorporate that spirit into the Buzz.
I do question, however, why North America can’t have the two-row version. It seems like everyone is releasing a three-row EV this year, as if suddenly every American family gained two or three extra members that their European counterparts did not.
Somehow, my family’s 180-inch camper slept my whole American family comfortably, despite being a foot shorter than today’s offering – and it even had a kitchen, too. And a Westfalia owner I spoke to, who owned the same vehicle I grew up in, said the same thing: he wished they’d have brought the smaller version here, and earlier.
VW of America told us that they could pick either the short or long wheelbase for NA, and they chose the long one. They think it would fit the market better, and its myriad customer types.
We have a strange obsession with bigger vehicles here, despite their enormous costs to society (e.g., thousands of pedestrian lives). Some would say that Americans simply demand larger vehicles, but the problem is more complex than that – it’s largely driven by poor regulation that incentivizes the upsizing of cars. Thankfully the EPA has shown signs that it would like to bend the needle back, but somewhat slowly.
Until then, we still get a neat, retro-esque bus that looks like it could get some awesome camper capabilities. But some of us may still wait for a more micro-version of the classic microbus, instead of the maxi-micro-bus America is getting now.
And there are still some questions that are yet unanswered (price, range), but I’m excited to see what VW does with this bus anyway – and to see what kind of cool modifications people get up to in offering potential camper versions and the like.
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There’s a new step-through commuter in town, and it’s packing more punch than you might expect. The just-launched Batch eCB.3 is built for everyday comfort but has the power to take your commute up a notch – literally, with pedal assist all the way up to 28 mph (45 km/h).
At its heart is a 500W Vinka rear hub motor, rated as a Class 3 system for 28 mph pedal-assist cruising. That means you can glide past traffic or fly through your errands with a serious tailwind, all without breaking a sweat. The 48V and 15 Ah (720Wh) battery gives it a generous helping of range, and a torque sensor means your pedaling effort is rewarded with smooth, proportional motor support.
Torque sensors are becoming increasingly common on commuter e-bikes as they help create a more natural and intuitive ride experience compared to often jumpier cadence sensors.
Built on a 6061 hydroformed aluminum step-through frame, the eCB.3 is all about accessibility and comfort. The company says that the upright riding posture, Cionlli saddle, and suspension seat post make it a pleasure to ride, while a Zoom hydraulic suspension fork with 80mm of travel helps smooth out cracks, bumps, and potholes. Kenda 27.5” x 2.4” tires give riders a solid contact patch with the road or light trails, offering added stability and traction.
Stopping duties are handled by Tektro HD-M275 hydraulic disc brakes with 180mm rotors, giving riders reliable and consistent braking power in any weather. Shifting comes courtesy of a Shimano Altus 8-speed derailleur, which Batch says offers enough range to tackle everything from steep hills to long flats with ease. It’s not the most elegant transmission out there, but the bike is also designed for mid-level riders and lacks the top-shelf gear found on more expensive models.
All told, this is a commuter e-bike that attempts to balance comfort and capability with an accessible frame style and a mix of suspension seat post with a hydraulic suspension fork. It’s not trying to be flashy, but it is trying to make your daily ride smoother, faster, and more fun.
Electrek’s Take
I love seeing more bikes enter the market that make e-biking easier and more accessible for casual riders. The Batch eCB.3 isn’t here to break power records or climb mountains – it’s here to make daily trips more enjoyable. And with 28 mph assist, solid components, and a thoughtful comfort-first design, it looks like it’s hitting that target dead on with a classically inspired Class 3 e-bike with decent components.
The $1,999 price seems a bit high for the component level, in my opinion, but I don’t call the shots – I just report on them.
What do you think of Batch’s latest offering? Let’s hear your opinion in the comment section below.
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Lucid Motors (LCID) just rolled out the first discounts on its new Gravity SUV. The limited-time offer shaves $3,000 off, but Lucid says an even more affordable version will be available soon.
The Lucid Gravity SUV is getting more affordable
The Lucid Gravity has it all. With up to 450 miles of driving range, a Chevy Suburban-sized interior, advanced software, and the soul of a sports car, the Gravity is, as Lucid calls it, “the ultimate uncompromising SUV.”
Lucid is bouncing back after a magnet shortage disrupted production in the first half of the year. The company plans a major ramp-up over the next few months, with the Gravity expected to make up most of its production and deliveries in the second half of the year.
As Lucid shifts into high gear, it’s now rolling out some of the first discounts for the Gravity SUV. In an email sent out to community members near its Cherry Creek studio in Denver, Colorado, Lucid said, “Big news — For the first time ever, Lucid is offering a $3,000 incentive on the revolutionary Lucid Gravity SUV.”
Lucid Gravity discounts starting now pic.twitter.com/PrGRoZaAN6
— Kyle Conner (@itskyleconner) October 23, 2025
The offer, shared on X by user Kyle Connor, is limited and only applies to vehicles currently on site at the Lucid Cherry Creek Studio. Lucid said it only had four Gravities available, each ready for immediate delivery.
Although the deal is exclusive, Lucid is promoting Gravity leases starting at $1,299 per month on its website with a $2,000 Loyalty Offer.
The Gravity Grand Touring is currently the only trim available on Lucid’s website, priced from $94,900. However, by the end of the year, it will launch the more affordable Gravity Touring, starting at $81,550.
Lucid’s global communications boss, Nick Twork, replied to a user on X, confirming that we will hear more details on the Gravity Touring before the end of the year.
Twork also confirmed the company is implementing a second shift at its AMP-1 manufacturing plant in Casa Grande, Arizona.
Lucid will continue to offer the $7,500 EV tax credit for Gravity buyers through the end of the year. The Lucid Air is also available with a $7,500 Air Credit and a $2,000 Loyalty or Conquest bonus. Lucid said you must take delivery by October 31 to qualify for the offer.
Want to test Lucid’s luxury EVs for yourself? We can help you get started. You can use the links below to find Lucid Air and Gravity models in your area.
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A newly filed bill in Florida is aiming to change the way the Sunshine State regulates high-speed electric bicycles. If it passes, it could have significant implications for riders and retailers alike.
The proposed legislation, HB 243, was filed by Republican Representative Yvette Benarroch and is set to be considered during Florida’s upcoming legislative session. The bill introduces several new requirements for electric bike and scooter riders, including a mandatory driver’s license or learner’s permit for anyone operating a Class 3 e-bike – that’s an e-bike capable of pedal assist at speeds between 21 to 28 mph (32 to 45 km/h).
While Florida law currently allows anyone over 16 to ride all legal classes of electric bikes without a license, this new bill would tighten that significantly. It also seeks to add e-bike and scooter safety content to the learner’s permit course and Class E driver license test, meaning future drivers would need to demonstrate knowledge of how to safely interact with these smaller electric vehicles.
In addition to licensing, HB 243 would:
- Create a new “electric motorcycle” category for higher-speed electric vehicles, likely intended to encompass bikes like those from Sur Ron and other light electric dirt bike makers.
- Ban riders under 16 from operating any electric motorcycle with 750W or more of power.
- Require e-bike and scooter riders to yield to pedestrians on shared paths and use audible signals when passing.
- Mandate crash reporting for incidents involving e-bikes and scooters.
- Establish penalties for tampering with a motor or speed limiter on an electric bike.
While the House bill has been filed, there’s no Senate companion bill yet, and HB 243 is not law at this time. But if passed, it would mark a significant shift in how Florida classifies and regulates electric micromobility vehicles.
Electrek’s Take
This is one of the more heavy-handed e-bike regulation proposals we’ve seen at the state level, and it raises real questions about access, enforcement, and equity. Adding e-bike content to driver’s ed makes a lot of sense – there are a lot more micromobility EVs on the road now, and drivers need to understand how to safely share the road. But requiring a license for an e-bike that passes over the 20 mph Class 2 threshold? That’s a big step away from treating e-bikes like bicycles and toward treating them like mopeds or motorcycles.
E-bikes have long been an alternative for folks who don’t want to deal with the regulatory and bureaucratic hassle of motor vehicles, and treating Class 3 e-bikes like motorcycles feels like a step in the wrong direction.
As always, we’ll be keeping a close eye on this bill as it moves (or stalls) in the Florida legislature. For now, it’s just a proposal – but it could signal a broader trend toward tighter e-bike regulation across the US.
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