Hi, I'm John Davis and this is MotorWeek !

We're on a MotorWeek Mystery Tour in the Volkswagen ID.

Buzz... Audra Fordin gives us peace of mind with a security lockdown... We'll visit a university training the next wave of the EV workforce... Then, riding home in the next wave of the Toyota Land Cruiser...

So, come drive with us, next!

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JOHN: The duty of upholding Volkswagen's heritage has most recently been delegated to small legacy car names like, Golf and Jetta.

But hold on!

A much larger, totally modern take on VW's classic microbus has just buzzed over the horizon, the all-electric ID.

Buzz.

It's been at the top of our minds since we first saw the concept back in 2017.

Well, it's finally here, so let's get our groove into drive!

♪ ♪ This 2025 Volkswagen ID.

Buzz has indeed created the most buzz around Volkswagen since the Beetle's return to the U.S. in the late 1990s.

We couldn't drive it anywhere without drawing a crowd.

No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.

VW really pulled it off as far as we're concerned, as it looks great without appearing over the top.

All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels.

And while its appearance may be pure retro, its drivetrain is far from it, as the ID.

Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus' rear-drive architecture.

Powering those rear wheels is a 210 kilowatt motor drawing juice from a 91 kilowatt hour battery for a range of 234 miles; 200 kilowatt max charging will get you to 80 percent in about 26 minutes.

Buyers can add another small 80 kilowatt motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 pound-feet of torque.

It uses the same battery, but range estimates drop just slightly to 231 miles.

But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester's gauge display and were on pace for 273 miles in our driving loop.

One throwback theme that may be a turnoff to some is that it's quite a step up into the Buzz's front seats, but there's certainly a commanding view of the road once you climb in.

Second row seating can be either a three-place bench or a pair of captain's chairs, so there's generous room for seven or six passengers.

The captain's chairs in our Pro S Plus offer good support and very easy access to the third row.

With the sliding side doors and a wide opening rear hatch, there's plenty of access for loading big sport utility amounts of cargo.

Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins.

There's 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5.

That's more than a Chevrolet Tahoe.

For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.

With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID.

Buzz earns a Fair efficiency rating, using 42 kilowatt hour of electricity per 100 miles, and we weren't sure what to expect at our Mason Dixon test track.

What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds.

It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 miles per hour, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 miles per hour.

With 1,200 pounds of battery weight nestled in its 127.5 inch wheelbase, the Buzz felt planted to the pavement through our handling course.

There was quite a bit of body roll to deal with, but surprisingly little understeer.

In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.

Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, "gray and clay" leatherette surfaces, and a high-mounted central 12.9 inch touchscreen.

Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel-drive.

Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID.

Buzz.

It's easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that's something no other people and things mover can say.

♪ ♪ A shortage of qualified auto repair technicians has been an industry-wide problem for years now, but the high-tech nature of today's advanced safety systems and high-voltage EV architectures are attracting a new generation of tech trainees seeking to maintain the cars of tomorrow.

♪ ♪ TODD RENFRO: In the market today, automotive technician training is extremely important.

For every seven technicians that are leaving our industry, we're only having two come in to replace them.

And unfortunately, the information we have at this time is, one of those two won't make it past 12 months.

So, we need to get young people excited about the automotive trade, all the opportunities that are in the automotive trade, and get them started in a path of career to be successful.

JOHN: As the number of electrified vehicles on the road increases, dealerships, and independent shops alike are pushing to be ready for their service needs.

But working around electrified vehicles means, following very specific safety protocols for the high voltage systems and learning a whole new type of vehicle architecture.

So, across the country, vocational schools big and small are adding electrified vehicle training into their curriculums.

Utah's Weber State University has been teaching hybrid and electric systems to their students for nearly 20 years, and they also share their experience with technicians, educators and the general public in a unique five-day EV bootcamp, funded in part by the U.S. Department of Energy with the Utah Clean Cities and Communities Coalition.

JOHN KELLY: I would say that for the last five or six years, probably half of the students coming through the class are teachers at other colleges and universities, high schools, technical programs that are interested in starting an, an EV or hybrid training program at their location, and are coming here to see how we do it.

So, that gives them a lot of ideas.

They can go back, they may or may not have the same vehicles that we have, but it gives them an idea of what type of activities can they do at their school to enhance learning with their students.

JOHN: Like with conventional vehicles today, OEM-specific systems and procedures may have to be learned on the job, but Weber's program takes a universal approach, starting with the basics of high voltage wiring, and how battery electric vehicles work.

BRANDON STEVENSON: Every OEM has their own common components, but they are named differently.

So, unless you understand what that component actually does, it is a struggle.

So, with our students that are already technicians, they're coming in because they don't know how all of the different OEMs work and they actually want to know it.

JOHN: And while, new EV models continue to arrive on the market, remember that EVs and hybrids have been around for quite a while now, so there's plenty of service experience to draw from.

BRANDON: So, when you're looking at where the industry is going and where it has come from, we've got a 2002 Toyota Prius in there now that's 22 years old.

That sounds like it's really old and outdated, but it actually has a lot of technology that is still leveraged today.

So, we're able to show students where we were back in 2002 to where we are now in 2024.

JOHN: As the market share for plug-in vehicles grows, related jobs will open up as well over the next few decades, like electricians to install EV chargers, battery engineers, and software developers, creating opportunities for existing workers to retrain, and appealing new career paths for the next generation to drive forward.

TODD: The excitement about EV, and also with hybrid, is that it's the future.

It's what's coming down the road.

So, to be ahead of the curve and be prepared for that future, is exciting to a lot of the young students.

JOHN: Maybe you're stopping overnight on a long road trip or just running daily errands; either way, you need to know how to keep your car's valuables secure.

So, here's Audra Fordin with the key to locking it all down on MotorWeek's "Your Drive."

♪ ♪ AUDRA FORDIN: We talk a lot about how to keep your car safe to drive, but what about secure when you're not behind the wheel?

Whether, you're on a road trip or simply running errands, it is crucial to keep your possessions secure from potential theft.

The obvious answer is to remove these valuables whenever you can, but sometimes that just isn't possible.

So, here are some practical tips to help you master the art of car security!

When it comes to keeping valuables safe in your car, the trunk is your best friend.

It is designed to be a secure storage space, away from prying eyes and quick grabs.

Luggage, shopping bags, sports gear, or anything you value, stow it away and lock it up tight!

This simple step significantly reduces the risk of theft.

Got a hatchback?

Well, if equipped, don't forget to roll out the cargo cover!

Now, here's something nifty; a valet switch.

This nifty feature, often located discreetly in your glove box or under the driver's side dashboard, lets you disable the trunk release mechanism.

Flip the switch before leaving your keys unattended and your valuables in the trunk remain safely locked away.

Valet switches aren't common knowledge, but if you have one, it's like a secret weapon for warding off would-be thieves!

A trunk locked is great, but sometimes there are other hidden compartments made specifically for storing valuables.

These can be found under seats, inside the center console, or cleverly integrated into the interior design.

Some of these compartments, like the center console and glove box, may also lock, be it with a key or electronically.

These are great for small items and paperwork, like your insurance.

But what if none of those options are viable?

In short: use creative concealment.

A jacket draped over the back seat, a bag that blends in with the floor, a lock box you can secure to your SUV or pickup, or a book casually placed on the dashboard to hide papers.

All these make great camouflage for your valuables.

Just remember "out of sight, out of mind."

Even if it isn't inventive, putting valuables in spots out of sight will keep them out of most thieves' minds.

Parking strategically can also prevent opportunistic thieves from pouncing.

Opt for well-lit areas, preferably with surveillance cameras or in busy locations with plenty of foot traffic.

Garages and gated areas are also great.

These environments can deter thieves and give you peace of mind.

By implementing these tips, you can significantly reduce the risk of theft and ensure your valuables remain safe wherever your adventures take you.

Stay smart, stay safe, and enjoy the journey!

If you have any questions or comments reach out to us right here at MotorWeek .

JOHN: Time is short, but not the list of new vehicles to drive, so let's jump into another QuickSpin!

♪ ♪ JESSICA RAY: Even a couple years into its run, the current generation Subaru WRX remains void of an STI variant.

But that doesn't mean STI hasn't dabbled, and this 2025 Subaru WRX tS is the result.

With a focus on agility, the tS pulls out additional WRX performance through various chassis improvements, namely electronically-controlled, STI-tuned dampers.

They can be adjusted for firmness or softness, as can the steering.

Six-piston front and two-piston rear Brembo brakes rein it all in, hidden behind 19 inch wheels wrapped by Bridgestone Potenza S007 tires.

And this does all sound great on paper, but a trip to California's Sonoma Raceway really put it together.

ALEXANDER KELLUM: I guess the suspension is really what the, uh, the main draw is here, but to be honest with you, the brakes are the first thing that I notice.

It's like the BRZ tS we had at Roebling this year- those Brembos do work.

They really provide a lot of stopping power and it's appreciated.

These Bridgestone Potenzas, they're also no joke.

I mean, I'm getting lots of grip here.

Then on top of that, though, you get these electronic dampers.

So, I have it, of course, in the Sport+ mode... right now...it's very firm.

It feels really, really tight.

And then that's combined with Subaru's all-wheel drive system, it's combined with this 2.4 liter flat engine, and it's combined with a 6-speed manual transmission.

JESSICA: That flat-four goes unchanged, still rated at 271 horsepower.

Power comes on strong and feels great, but it's the manual box with a properly weighted clutch that really stands out.

Figures say 80 percent of buyers opt for the manual.

The cabin is uniquely appointed with blue accents, even on the Recaro seats.

A 12.3 inch gauge cluster is also tS-unique, mimicking the analog setup.

The 2025 Subaru WRX tS is no STI, but a competent rally-inspired street car nonetheless.

Pricing is yet to be confirmed, but we expect it to be above $40,000 when it arrives early next year.

GREG CARLOSS: At first glance, you might not think anything special of this 2025 Nissan Altima sedan.

It's largely unchanged for the new model year, but there's more to this SV Special Edition than appearances let on.

You can tell it's an SV SE because of the gloss black wheels and rear spoiler; but the best improvements are really on the inside... and we're not talking about the faux carbon-fiber center console.

When it comes to driving this Altima, nothing has really changed since we last tested it, but there is a welcome addition that comes with this Special Edition package: Wireless Apple CarPlay.

That may not seem like a big deal, but being able to hop in and start up CarPlay without plugging in your phone is not only more seamless on a daily basis, I'd argue it's safer, because untidy phone cables have a tendency to latch onto things you don't want them to.

Your smartphone is projected onto a 12.3 inch infotainment screen and can be topped off on the wireless charger.

As much as we like this larger display, we're equally big fans of the physical controls for the dual-zone climate system.

Nissan has dismissed the Altima's turbocharged variant.

Power now rests solely on the 2.5 liter inline-4.

Front-wheel-drive models are rated at 188 horsepower, while all-wheel-drive units, like ours, see 180 horsepower.

Sure, we'd prefer a true geared automatic, but the CVT is adequate for daily drives.

The 2025 Nissan Altima starts just around $28,000, working up to the mid-$30s.

Our SV AWD starts around $30,000, with the Special Edition treatment adding about a grand.

To be blunt, it's a mid-size family car bargain.

And we'll have more QuickSpins, soon!

JOHN: Every once in a while, we all need a reset.

A time to get back to basics and prioritize the things that really matter.

Well, for the Toyota Land Cruiser that time is now.

So, let's find out if that means bigger and better things for Toyota's iconic off-roader.

♪ ♪ The Toyota Land Cruiser's status among the global off-road community is legendary, and it's hard to imagine there's any corner of the earth where a Land Cruiser hasn't kicked up a little dust or mud.

Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.

The reset comes mostly by no longer being based on the large 3-row "300-series" chassis, but a new version of the smaller "200-series," now known as the J250.

As with the latest Tacoma, it uses the Tundra pickup's full-size steel frame.

While, the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America.

And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original's back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.

Not that it's fully stripped down, as 8.0 inch touchscreen infotainment, a 7.0 inch full-color multi-information display, and automatic climate control are still standard.

Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.

But outside, there's a definite lack of flashy trim and basic looking 18 inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate.

Though, there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.

We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done.

That includes standard full-time dual-range 4-wheel-drive, locking center and rear diffs, and 8.7 inches of ground clearance.

A front stabilizer bar disconnect is also available to allow for increased articulation.

Who needs a V6 or even a V8 when you've got Toyota's i-FORCE MAX setup at your disposal with 326 horsepower and 465 pound-feet of torque coming from a 2.4 liter turbo-4 with an electric motor sandwiched between the engine and its 8-speed automatic transmission.

Low speed torque delivery is impressive.

It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.

And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 miles per hour.

Considering the Land Cruiser's terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires.

The steering was light and quick but as expected didn't provide much feel.

Other than significant nosedive, braking performance was exceptional.

Only 107 feet to panic stop us from 60 miles per hour.

With the shift to the smaller size, there's no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1.

Now, the best part of the Land Cruiser's return is the entry price of $57,445.

That's about 30-grand less than what the last Land Cruiser went for back in 2021.

Whether, it's over the top fashion trends, mullets, or zombies; just when you think they're dead, they come roaring back to life.

Of course, we're much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things.

Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more.

The Godfather of Toyota off-roading is back and better than ever.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time when we'll make all the right moves in the Hyundai Palisade Night Edition, and then take command of the GMC Hummer EV SUV.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

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