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Volkswagen Puts the Brakes on the ID.Buzz in America—At Least for Now

Volkswagen’s electric reboot of its most iconic vehicle was supposed to be a nostalgia-fueled home run. Instead, the ID.Buzz is quietly exiting the U.S. stage, with VW confirming it will not sell the electric van here for the 2026 model year—and strongly hinting that this may be more than just a brief intermission.

Volkswagen of America says the decision is final for MY2026. “After a careful evaluation of the current conditions in the electric vehicle market, we are making a strategic decision not to continue with the production of the MY26 ID. Buzz model for the American market,” a company representative stated. That’s corporate-speak for the math didn’t work.

Still, VW insists this isn’t a full-on cancellation. The company maintains that the ID.Buzz remains an important part of its global lineup and says the pause will allow it to focus on clearing existing inventory and supporting dealers through the remainder of the 2025 model year. That, VW claims, will set the stage for a potential return in 2027.

Whether that return actually happens—and whether anyone notices if it does—depends on a few uncomfortable realities.

The broader EV market in the U.S. has cooled considerably, with demand softening across nearly every price point and segment. Changing regulations, shrinking tax incentives, import duties, and rising costs have all taken their toll. But the ID.Buzz didn’t just get caught in that storm—it sailed straight into it wearing rose-colored glasses and a six-figure sticker.

The original Volkswagen Bus earned its cult status not just because it looked friendly or hauled surfboards, but because it was cheap, simple, and accessible. It was transportation for the masses, not a lifestyle accessory for the well-heeled. The ID.Buzz, by contrast, arrived in America priced far beyond what many nostalgia-driven buyers expected—or were willing to tolerate. What should have been a modern people’s van instead felt like a retro luxury experiment.

That disconnect proved fatal. For a vehicle trading so heavily on emotional appeal, the emotional math didn’t add up.

What makes the U.S. stumble even more glaring is the ID.Buzz’s success elsewhere. In Europe, the electric van is thriving. It currently commands a 22.5 percent share of the light commercial electric vehicle segment and leads its class outright. Sales in the first half of 2025 jumped by roughly 70 percent compared to the same period in 2024, with about 42,000 units sold so far this year. In other words, the ID.Buzz isn’t the problem—the American version of it might be.

High transportation costs and pricing strategy have created a massive gap between U.S. and European market performance, and until VW figures out how to close that gap, the ID.Buzz’s future stateside will remain shaky at best.

So no, the ID.Buzz hasn’t officially been killed in America—but it’s definitely in critical condition. If Volkswagen wants a successful encore in 2027, it will need to do something radical by modern EV standards: make it meaningfully cheaper. Otherwise, the reborn Bus risks becoming yet another reminder that nostalgia alone doesn’t sell cars—especially when the price tag snaps buyers back to reality.

Source: Volkswagen

News

Why Europe’s Engine U-Turn Helps China More Than Carmakers

For a continent that prides itself on regulatory precision, Europe’s latest decision on the future of the internal combustion engine feels less like a masterstroke and more like a nervous compromise. Yes, the shackles have been loosened. Yes, Germany is celebrating. And yes, combustion engines—fed by synthetic fuels—have been granted a political stay of execution. But if this is a victory, it’s a strangely hollow one.

The four-year struggle over Europe’s automotive future has produced no clear winners. Not the manufacturers, who remain trapped between regulation and reality. Not consumers, who are still being nudged—sometimes shoved—toward electric cars without the infrastructure to support them. And certainly not brands that already committed fully to electrification, only to watch the goalposts move at the last moment.

Polestar wasted no time making its displeasure visible. Quite literally. The Chinese-Swedish EV brand parked three Polestar 4s in front of the European Commission building in Brussels, a rolling protest against what it sees as regulatory backpedaling. It was a rare moment of automotive activism—and a telling one.

Polestar CEO Michael Lohscheller didn’t mince words. His company has bet everything on electric propulsion. There are no combustion platforms waiting in the wings, no hybrids to soften the blow. Europe’s decision doesn’t just complicate Polestar’s strategy—it threatens it. When lawmakers hedge, companies that committed early are left exposed.

The irony is hard to ignore. Synthetic fuels are being positioned as the great compromise, a way to keep combustion engines alive beyond 2035. But this solution comes with a price—literally. Filling a tank with e-fuel will cost significantly more than charging an EV once or twice a week. That economic reality won’t change just because politicians say it should. By the time 2035 arrives—assuming the deadline isn’t delayed again—drivers will be paying dearly for nostalgia.

And yes, there’s already an escape hatch. The decision will be revisited in 2026. If history is any guide, expect more lobbying, more delays, and more uncertainty. No firm deadline has been set for synthetic-fuel engines. Maybe 2040. Maybe 2050. Maybe whenever it becomes politically inconvenient to say otherwise.

Germany is celebrating as if it saved its auto industry. But look closer, and the real beneficiaries aren’t in Stuttgart or Munich. They’re in Shenzhen.

Chinese manufacturers have played this game better than anyone. They entered Europe with electric cars, learned the market, and then rolled out gasoline models and plug-in hybrids with impressive range and aggressive pricing. While European brands struggled to pivot, China simply diversified. The result? Momentum.

The numbers back it up. Forty percent of Chinese vehicle exports are electric. The remaining sixty percent still use internal combustion engines. Flexibility, it turns out, is a powerful advantage.

Stella Li, BYD’s executive vice president, made the situation painfully clear. Europe’s decision, she said, poses no problem for Chinese brands. The assumption in Brussels seems to be that China will slow down—that buying time equals gaining ground. But that time doesn’t exist. China hasn’t stopped before, and there’s no reason to think it will now.

Meanwhile, Europe’s internal contradictions continue to pile up. Some manufacturers argue that the extra time will allow charging infrastructure to catch up. But here’s the inconvenient truth: not a single EU member state has fully met its charging-installation obligations. Governments missed their targets, while manufacturers were forced to transform at speed. The imbalance is glaring.

Consumers feel it most. Battery capacity is marketed like a luxury option, not a necessity. With gasoline cars, you pay for power, but the tank is always the same size. With EVs, range is tiered, priced, and gamified. Add a patchy charging network, and it’s no wonder many buyers remain skeptical.

Brussels also failed to rein in pricing. High EV costs continue to suppress demand, prompting a late pivot toward smaller, sub-4.2-meter electric cars. In theory, these compact EVs should democratize electrification. In practice, they remain too expensive to move the needle. Affordable electric mobility remains more slogan than reality.

Volkswagen’s recent pivot says everything about where this is heading. For months, the company suggested that the Polo would live on in both gasoline and electric form. Then came the reality check. VW CEO Thomas Schäfer put it bluntly: developing new combustion models in this segment no longer makes sense. Future regulations would make them too expensive. The conclusion was unavoidable. No more petrol versions. The small-car market is going fully electric.

That statement lands like a quiet bombshell. Not because it’s radical—but because it’s inevitable.

Europe may believe it bought itself time. But in the global auto industry, time is useless if your competitors are moving faster. The continent now risks pleasing everyone politically while falling behind industrially. Polestar’s protest wasn’t just about one decision. It was a warning.

The future isn’t waiting. And it certainly isn’t idling.

Source: Polestar, Volkswagen

News

Alpine Hints at Larger Electric SUV

Alpine is entering a period of rapid expansion, and the scale of its ambition is becoming increasingly clear. Over the next few years, the French performance brand will roll out a string of electric models, starting with the A390 mid-size coupe-SUV, followed by an all-electric A110 sports car and the A310 2+2 coupe. Beyond those confirmed arrivals, the roadmap becomes less defined, but Alpine’s long-term goal remains firm: a seven-car EV line-up, with room at the top for a potential flagship SUV.

That possibility was strongly hinted at during the 2025 Goodwood Festival of Speed, where Alpine’s head of design, Antony Villain, spoke to Auto Express. “We need something for the D and E segment,” he said – a clear indication that Alpine is considering a larger, range-topping model to sit above the recently revealed A390.

A Bigger Alpine, But Not at Any Cost

At the A390’s launch, Alpine CEO Philippe Krief offered further insight into how the company’s thinking has evolved. While there are still no confirmed plans for a US market entry, it remains firmly on Alpine’s radar. If that move were to happen, Krief admits that the electric A110 alone might not be sufficient to support dealers and partners in such a competitive market.

“We will be ready to go to the US with APP,” Krief explained, referring to Alpine’s new Alpine Performance Platform. “We need to go to the US with A110 because this is the heart of Alpine. But in the US, maybe, it won’t be enough… maybe we need to have something more.”

That “something more” was once envisioned as a large SUV, but Alpine is now reassessing what form a US-focused model should take. The priority, Krief stresses, is volume – but never at the expense of brand identity. “We certainly need a model with higher volumes, but don’t want to make the mistake of going to the US with a big car that is outside the DNA of the brand.”

Redefining the SUV Formula

Alpine itself is reluctant to label the A390 as a conventional SUV, preferring the term “sports fastback”. The description fits: the car is only a centimetre taller than the A290 hot hatch, with a sweeping roofline and muscular haunches that prioritise style and driving engagement over outright interior space. With up to 464bhp from its tri-motor, all-wheel-drive set-up, the A390 represents Alpine’s interpretation of what a larger performance EV should be.

That philosophy could carry over to a future flagship, potentially badged A590. Krief sees the A390 as proof that Alpine can offer an emotional alternative to the mainstream SUV template. “The A390 feels like an SUV that is completely different,” he said. “If we are not able to do a car with this kind of feeling, we won’t do the car.”

Where the A590 Would Fit

While unconfirmed, the A590 name would align neatly with Alpine’s current naming strategy. Models ending in ‘90’ fall under the brand’s internal “Versatility” family, which includes the A290 and A390, while the more purist “Iconic” cars – such as the A110 and future A310 – carry ‘10’ suffixes.

Technically, the path forward is less straightforward. Unlike the electric A110, which will sit on the bespoke APP platform, the A390 uses a heavily modified version of Renault’s AmpR Medium architecture, shared with cars like the Scenic, Megane and Nissan Ariya. In its current form, this platform tops out at around 4.6 metres in length, which could limit how far Alpine can stretch it for a true D- or E-segment SUV.

A potential A590 would need to take on heavy hitters such as the BMW iX, Lotus Eletre and the upcoming Porsche Cayenne EV – all of which push close to the five-metre mark. Renault has previously suggested the platform could support up to seven-seat vehicles, but whether it can realistically underpin a full-size flagship remains an open question.

Design Consistency, Driver Focus

What is certain is that Alpine intends to maintain a strong and recognisable design identity across its EV range. Expect the brand’s signature quad-headlight ‘V’ motif, a curved rear window inspired by a crash helmet visor, and a flowing roofline to continue. The dramatic Alpenglow hydrogen hypercar concept offers a glimpse of how this language will evolve, with future models set to borrow more of its visual drama.

Inside, Alpine is equally determined to stand apart. While newer models like the A290 and A390 have embraced larger screens, the brand remains committed to driver focus and usability. “Alpine drivers want to focus on driving and you don’t want screens everywhere,” Villain said, emphasising that physical buttons will continue to play a key role. “Buttons are important for Alpine… our cars will have lots of physical buttons.”

The Bigger Picture

A flagship Alpine SUV is far from confirmed, but the intent is clear. As the brand expands beyond its lightweight sports car roots, it is carefully exploring how to grow without diluting what makes an Alpine an Alpine. If an A590 does arrive, it won’t be about chasing trends or simply going bigger – it will be about proving that even at the top of the range, driving emotion still comes first.

Source: Alpine

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