Volkswagen has recalled 2025 ID.Buzz electric vans, because their rear seats are only configured for two people but are wide enough to fit three. According to the NHTSA note (PDF) found by Electrek, Volkswagen is recalling 5,637 vehicles, which were manufactured between September 18, 2024 and February 11, 2025. The removable third-row of the 2025 ID.Buzz are only fitted with seatbelts for two people. However, its seating surface width exceeds the value specified for two occupants under Federal Motor Vehicle Safety Standard No. 208, which sets the standards to reduce the number of deaths in the event of a crash. 

In other words, the third row of the 2025 ID.Buzz is wide enough to require three seatbelts. As it is, it'll be very easy to fit a third person in, and they will have no protection while the vehicle is on the road, increasing their likelihood of getting injured or dying if they get into an accident. Volkswagen intends to fix the issue by installing permanent "unpadded trim parts" to limit the surface width where passengers can sit on the rear bench. The 2025 Volkswagen ID.Buzz electric van was released in the US in November 2024 and has a starting price of $60,000. It has an EPA-estimated range of 234 miles on a full charge and comes in several possible color schemes. 

Volkswagen

Making electric cars from scratch is hard. Out of all the homegrown EV startups, Tesla is the only company that has broken through to the mainstream. Nikola was a scam. Canoo recently filed for bankruptcy. And depending on how you're counting, Fisker failed not once but twice. Then there are companies like Aptera that feel like they have been nearing production for more than a decade.

Among the ocean of EV companies hoping to outpace legacy automakers, Rivian and its second-gen models are making the transition to the electric era with both style and brawn. With its R1S SUV (starting at $75,900, or around $105,000 as tested), the company has created an adventurous car that impresses now, while also providing a blueprint for future success.

Design

The R1S is unapologetically boxy in a way that truck and SUV aficionados often prefer. That said, Rivian drives a neat balance between modern minimalism and retro ruggedness that allows it to blend in almost anywhere. Its oval (technically stadium-shaped) headlights might be some of the most striking in the industry, while Rivian includes rumble-ready touches like honest-to-goodness recovery hooks, beefy fenders and big 22-inch wheels with chunky tires. In a lot of ways, the R1S is what I imagine a Bronco EV might look like, except it's more luxurious, way bigger at 200 inches long and packs three rows of seats.

Interior

Sam Rutherford for Engadget

On the inside, I'd argue the R1S looks even better, especially when clad in Rivian's Black Mountain and Brown Ash Wood trim. It's like a cozy cabin that's been properly renovated and brought up to contemporary standards. There's a huge 15.6-inch high-res screen that sits on the dash without looking too ungainly or out of place, while a 12.3-inch display serves as a digital instrument cluster. It's clear Rivian is trying to embrace a tech-forward approach but it does so without completely abandoning traditional design traits like the car's stalk-mounted gear shift and wipers. While some folks may not appreciate how the buttons for climate and music are entirely touch-based, nothing really felt buried or out of reach thanks to a static row of icons along the bottom.

Overall build quality is solid too, with practically no rattles or massive panel gaps to speak of. The seats, while a touch on the stiff side, offer both heating and ventilation for front passengers, the latter of which I must admit is a real treat as we enter spring and summer. The cabin feels light and airy thanks in large part to its big panoramic roof. I love being able to switch the electrochromic glass (which is part of the optional Sound + Vision package) from transparent to opaque with a single touch. I also appreciate that there's a dedicated screen in the second row for climate and music (which thankfully can be child-locked if need be) and proper air vents for all three rows, so there isn't a single stuffy seat in the car.

Sam Rutherford for Engadget

Speaking of the third row, Rivian has really maximised the R1S' boxy dimensions. Even as a six-foot-tall guy, getting all the way in the back wasn't much of a struggle, though it's still a bit tight for someone my size. I need to slide the second row forward a touch in order to have adequate room for my feet. But make no mistake, there's plenty of space for kids or smaller adults back there, and if you need an EV that can properly transport seven people at a time, this thing has you covered. Alternatively, when cargo space is the primary concern, the third row folds flat to provide 46.7 cubic feet of space. You’ll get a whopping 104.6 cubic feet with both rows stashed.

Infotainment and tech

While the R1S doesn't support Android Auto or Apple CarPlay, Rivian's infotainment is a great example of why you don't need third-party add-ons when you have a solid homegrown interface. Almost everything you want or need is accounted for. Hitting the drivetrain icon gives you quick access to controls for ride settings (including height and regenerative braking adjustments). This option also displays super helpful stats enthusiasts will appreciate like elevation, motor temperature, steering angle and more. The other controls for climate, music, charging and navigation are self-explanatory, so even if you haven't driven a Rivian before, as long as you've used a smartphone or laptop (which covers pretty much everyone), there's not much of a learning curve.

Sam Rutherford for Engadget

Rivian also does a fantastic job with support features like Gear Guard, which uses the R1S' built-in cameras to monitor for accidents, bumps or people vandalising your car. I truly do not understand why every automaker doesn't utilize its vehicles' onboard sensors like this. And even though I didn't need it, it's one of those things you'll be incredibly grateful for when you do. Same goes for its onboard 120V AC outlets and plentiful USB-C ports, which are just plain useful.

As for monitoring the car and day-to-day stuff like starting it and unlocking the doors, there's Rivian's mobile app (available on both iOS and Android). It's dead simple to use, and unlike the phone-as-a-key feature on my Ford Mach-E, it was bulletproof during my testing. Once I had it set up, the car never failed to automatically pop out the door handles upon approach or lock itself when I walked away.

Sam Rutherford for Engadget

I also want to give Rivian props for making its cars chirp when you lock them instead of beeping the horn like so many other vehicles. Not only is it less distracting, it just feels more respectful when you're out amongst the trees. Granted, this is a minor feature, but little details like this can have a big impact and it's another thing I'd like to see on more cars. Just imagine if you could identify specific makes and models by the species of bird song it tweets out instead of being bombarded by a cacophony of harsh beeps, honks and klaxons. Wouldn't that be sweet?

The one big wrinkle to all this is that currently there's no way to mirror texts or notifications from your phone onto the car's main display. In a time when people are growing more concerned about distracted driving (and rightfully so), this is a major omission. Rivian says implementing this feature turned out to be trickier than it initially thought, though there's hope that an update to add the tool will be available later this year. In some respects, I found that completely ignoring my handset while driving was actually kind of refreshing, but if this is a dealbreaker for you, I get it.

Sam Rutherford for Engadget

Unfortunately, if you want a physical fob with buttons for unlocking doors or popping the frunk, you'll have to shell out an extra $250. The R1S comes with smartphone controls via the app and a simple NFC key card instead of something that resembles a traditional key or remote.

Driving

Putting your foot down in an R1S is an instant reminder of why EVs are so fun to drive. When equipped with three motors like my test vehicle, a three-row SUV that weighs 7,000 pounds has no business being this fast. Acceleration from a dead stop is brutal (the tri-motor version has a 0 to 6 time of just 2.9 seconds). Until you get above 80 mph when wind resistance starts to become a major factor, it feels like the R1S has an endless pit of power. Furthermore, for a car this size, its turning radius is surprisingly tight.

Sam Rutherford for Engadget

Earlier this year, Rivian released its hands-free Enhanced Highway Assist feature that lets you sit back and have the car take the wheel. It works on more than 135,000 miles of freeways across the US and Canada, and while it isn't quite as polished as Tesla's Full Self Driving or Ford's Blue Cruise tech, the R1S still felt smooth and predictable when piloting by itself. It stayed neatly centered without bouncing back and forth between the lines, allowing you to change lanes with a flick of the stalk. For times when I wanted to take a little extra stress out of driving, Rivian's hands-free tech gave me the confidence to do that.

Some of R1S' other tech that improves its driving experience includes cameras built into its mirrors, which automatically pop up on the driver's display when you signal. Not only does this help eliminate blind spots, it's just a nice bit of redundancy. But my favorite feature might be Rivian's adaptive headlights. Due to quirks in US regulations, car companies can't really port over the matrix lighting used on vehicles in the EU and Asia. So in order to comply, Rivian engineered its headlights from the ground up to automatically adjust to driving conditions like angling its beams around corners, reducing bright spots for oncoming drivers and more. And after using them, it's hard to go back to basic lights that can only do high and low.

The one small issue I found was that no matter how I tried to adjust it, the R1S’ suspension felt far from supple. The lack of cushioning sometimes made larger bumps and potholes feel particularly jarring. Rivian updated the ride comfort (particularly at low speeds) after I returned my loaner vehicle and I've heard the difference is night and day. Regardless, driving feel is subjective, so if you're in the market for a new car and not conducting your own test drive, what are you even doing?

As a city-dweller, I'm not much of an off-roader, so I can't really speak to the R1S' trail-running prowess. But between things like its adjustable ride height (with up to 15 inches of ground clearance), torque vectoring and other related features, Rivian's vehicles appear very well equipped. And that's before you consider handy add-ons like the built-in air pump, which might save your bacon if you pop a flat in the backcountry.

Range, charging and configurations

The R1S is available in four main configurations: Dual Standard, Dual, Tri and Quad motor variants (the Quad option is coming later this year). The difference between the first two is battery size, with the former getting the base pack while the latter has the option of either large or max packs. The Tri and Quad motor models come standard with Rivian's biggest battery.

Range varies from 270 to 371 miles, depending on the specific configuration, and in my experience I found that Rivian's guess-o-meter was highly reliable. If the map said I was going to have a certain amount of battery left when I arrived at my destination, it was rarely off by more than a percent or two.

Sam Rutherford for Engadget

On the tri-motor model, you can also disconnect the rear motors by putting the car in casual driving mode, which greatly improves the R1S' overall efficiency. When all three motors were running, I only averaged around 2.6 mi/kWh hour. But when only sending power to the front wheels, I was able to push that figure above 3 mi/kWh.

As for charging, peak rates top out at 300 kW, though you'll only see anything near that when the car's battery is under 20 percent. When I tried a more typical charging scenario by taking its power level from 20 to 80 percent using a 350 kW station, the R1S completed the session in 35 minutes with a peak rate of 168 kW. So while it's far from the fastest in the industry, the combination of big energy cells and efficiency means range anxiety isn't really a thing with the R1S. I just wish the latest models came with a native NACS port instead of an older CCS connector.

Wrap-up

Sam Rutherford for Engadget

While things are certainly better than they were just a few years ago, it’s still slim pickings when it comes to three-row EVs. If you can afford it, the Rivian R1S has put all the most important stuff together in a great-looking package — and then some.

Its size may be imposing, but it certainly delivers on the look and feel of a car that's just as happy on asphalt as it is on unpaved trails. And it does so while providing plenty of range and room for the whole family. Rivan's craftsmanship is highlighted by the R1S' exquisite interior, while a variety of battery sizes, motor configurations and other options make it easy to kit out to fit your adventures.

The only thing that might give me pause is that for people who aren't interested in off-roading, alternatives like the Kia EV9 offer similar passenger capacity for a much lower starting price. And other models like the Volvo EX90 and Lucid Gravity offer a bit more in the way of luxury. But for those with an adventurous lifestyle who love exploring the great outdoors, the second-gen R1S really feels like the total package.

Toyota and Waymo have announced that they've entered a preliminary agreement, along with the former's mobility tech subsidiary, Woven by Toyota, Inc. To be clear, they're not in the midst of developing anything yet — they're still exploring a potential collaboration between them. Ultimately, however, the goal is to develop a new autonomous vehicle platform together, presumably for robotaxies. They're also aiming to "leverage Waymo's autonomous technology and Toyota's vehicle expertise" for future personal vehicles. 

In their announcement, the companies said they're looking to incorporate aspects of Waymo's technology into Toyota vehicles meant for sale to consumers, as well as to accelerate the development and adoption of driver assistance and automated driving technologies. Waymo's work, so far, has been focused on developing robotaxis that riders can hail through an app. The Alphabet-owned company currently operates Waymo One, a fully autonomous ride-hailing service, in San Francisco, Phoenix and Los Angeles. It deploys Waymo One vehicles through Uber in Austin, and it's planning to expand the service to Las Vegas, San Diego, Miami and Atlanta sometime this year. This potential partnership could expand the reach of Waymo's tech.

"Waymo's mission is to be the world's most trusted driver. This requires global partners like Toyota that share our commitment to improving road safety and expanding accessible transportation. We look forward to exploring this strategic partnership, incorporating their vehicles into our ride-hailing fleet and bringing the magic of Waymo's autonomous driving technology to Toyota customers," said Tekedra Mawakana, the co-CEO of Waymo. 

Uber is expanding its robotaxi ambitions with the help of Volkswagen. The two companies are teaming up to offer autonomous rides in ID. Buzz vehicles. They plan to deploy thousands of the vehicles in multiple US markets over the next decade.

Testing is slated to start later this year with human safety drivers at the wheel. All going well, Uber and VW aim to start running ID.Buzz robotaxi rides in Los Angeles in late 2026. Volkswagen AG's MOIA division is supplying its autonomous driving tech.

The ID.Buzz is an electric, modern version of VW's classic Type 2 Microbus. The vehicle finally hit the US last year for a starting price of $59,995 for the base model.

Uber has been offering robotaxi rides in Waymo vehicles for a while. It's gradually been expanding the number of markets in which it offers such rides. Waymo rides are currently available via Uber in the likes of San Francisco, Los Angeles, Phoenix and Austin.

Tesla is no stranger to safety issue recalls, and now there's another to add to its list. The company is recalling 125,227 vehicles due to a problem with the seat belt warning system, Reuters reports. According to the National Highway Traffic Safety Administration (NHTSA), the driver could be unbuckled, and the warning light and chime still might not activate. This malfunction violates federal safety requirements and could increase a person's injury risk. 

The affected models span the last decade, comprising some of the 2012-2024 Model S, 2015-2024 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles. To fix the issue, Tesla will change the sensor from depending on seat weight to whether the buckle is plugged in and the car is turned on. An over-the-air update should begin in June. 

Tesla notably recalled over two million vehicles in December following Autopilot safety issues and a two-year NHTSA investigation. More recalls followed earlier this year: In January, Tesla recalled 200,000 Model S, X and Y vehicles from 2023 due to a software issue that prevented the backup camera from working when the car is in reverse (so the exact time it's needed). The included vehicles comprised over 10 percent of the company's 2023 output. Tesla also recalled 3,878 Cybertrucks in April after discovering that an accelerator pad could get loose. 

Spotify’s Car Thing, a limited hardware “test” the company began shipping only three years ago, is about to bite the dust. The company wrote on Thursday that the device, which brought Spotify to automobiles without Apple CarPlay or Android Auto, will “no longer be operational” as of December 9.

Car Thing was aimed at drivers who want to listen to Spotify in their cars but don’t have modern systems with built-in streaming apps. The $90 device let you control the service with voice recognition and preset buttons, and it had a four-inch color touchscreen. However, Spotify had already discontinued it by mid-2022.

In our 2021 preview, Engadget’s Billy Steele wrote that the gadget seemed unnecessary at first but proved useful after two weeks of use. “While it seems only Spotify die-hards would be interested in something like this, it does offer an upgrade for older cars,” our audio gear expert wrote. “I’m never getting built-in voice control in [the 2006 Honda] Element, and the ability to keep Waze on my phone and Spotify on another display definitely reduced the need to fiddle with either while driving.”

Billy Steele for Engadget

Spotify’s official explanation for ditching its first hardware product is that it’s “part of our ongoing efforts to streamline our product offerings” (read: save money) and that it lets the streaming service “focus on developing new features and enhancements that will ultimately provide a better experience to all Spotify users.”

Those new features and enhancements are anyone’s guess because the company adds that it doesn’t plan on launching a replacement product or a new version of Car Thing. Of course, you can listen to Spotify in your car with your phone connected through Bluetooth or a cable, and many drivers now have Android Auto and Apple CarPlay, which provide access to much more than a single music app.

Spotify recommends factory resetting the Car Thing and disposing of it after it kicks the bucket in December. The company isn’t offering any refunds or trade-in options — something to keep in mind if it ever rolls out more limited hardware experiments.

Volkswagen has delayed the launch of its ID.7 sedan in the US and Canada. Before Wednesday’s indefinite postponement, the automaker had slated the EV’s North American launch for this year. The ID.7, which was set to be Volkswagen’s first electric sedan in the US, has seen high demand in Europe, where it arrived last year.

“As market dynamics continue to change, Volkswagen is delaying the introduction of the ID.7 sedan in the U.S. and Canada,” the automaker wrote in a press release announcing the delay. Volkswagen added that its Microbus is still slated for a Q4 2025 stateside arrival. The company also touted in its press release how well its electric SUVs did in North America during Q1 2024.

Volkswagen

Volkswagen confirmed to Engadget sister site Autoblog that it doesn’t currently have a new timeline for the delayed ID.7 in North America, not an encouraging sign for folks who were eagerly waiting for the sedan. The Verge notes that the model would fill a gap in the American electric industry’s offerings: a decently affordable electric sedan. Right now, most non-SUV electric vehicles in the American market sit on the high end of the pricing spectrum, starting at around $70,000.

The European ID.7 is an “upper mid-size” EV sedan that merges a powerful and efficient 282-hp motor with a 77-kWh battery. Rated for around 300 miles of range, it was expected to start at around $50,000 in the US.

Volvo and Aurora have unveiled their first production autonomous truck, three years after the companies initially announced that they were teaming up. They've just showed off the Volvo VNL Autonomous truck, which was designed by autonomous trucking and robotaxi company Aurora but will be manufactured by Volvo, at ACT Expo in Las Vegas. 

It's powered by Aurora Driver, a level 4 autonomous driving system that uses high-resolution cameras, imaging radars, a LiDAR sensor that can detect objects up to 400 meters away and even more sensors. Aurora's technology has driven billions of virtual miles for training, as well as 1.5 million commercial miles on actual public roads. For safety purposes, the truck has "redundant steering, braking, communication, computation, power management, energy storage and vehicle motion management systems."

According to TechCrunch, the vehicle will still have a human driver behind the wheel to take over whenever needed when it starts ferrying cargo across North America over the next few months. An Aurora spokesperson told the publication that it will be announcing pilot programs with its clients that are planning to use Volvo's truck sometime later this year. It didn't name any companies, but the startup previously ran pilot programs with FedEx and Uber Freight. 

The autonomous vehicle company also intends to deploy 20 fully driverless trucks between Dallas and Houston soon, but it's unclear if this inaugural fleet of driverless vehicles will be comprised of Volvo's trucks or of its other manufacturing partners'. The companies did say at the Las Vegas event, though, that Volvo has already started manufacturing a test fleet of the VNL Autonomous truck at its New River Valley assembly facility in Virginia. Nils Jaeger, President of Volvo Autonomous Solutions, called this truck the "first of [the company's] standardized global autonomous technology platform." Jaeger added that it will enable Volvo "to introduce additional models in the future."

If you've been seeing more Waymo robotaxis recently in Phoenix, San Francisco and Los Angeles, that's because more and more people are hailing one for a ride. The Alphabet-owned company has announced on Twitter/X that it's now serving more than 50,000 paid trips every week across three cities. Waymo One operates 24/7 in parts of those cities. If the company is getting 50,000 rides a week, that means it receives an average of 300 bookings every hour or five bookings every minute. Waymo has revealed, as well, that it's had over one million rider-only trips across four cities, including Austin, where it's currently offering limited rides to select members of the public.

In its announcement, Waymo credited its "safe and deliberate approach" to scaling its program for reaching the milestone. "We see people from all walks of life use our service to travel carefree, gain independence, reclaim their commute and more. Fully autonomous ride-hailing is a reality and a preferred mobility option for people navigating their cities every day," it added. 

While Waymo certainly seems to be doing better than Cruise, which only recently re-deployed some of its autonomous vehicles following a much-needed hiatus, it's had its share of controversies. In April, six Waymo robotaxis blocked traffic in a San Francisco freeway, and it was just one of the instances wherein the company's vehicles caused traffic blockage. Earlier this year, two Waymo vehicles crashed into the same pickup truck one after the other, because their software had incorrectly predicted the future movements of the truck. The company issued a software recall after the incident to fix the issue and prevent similar incidents from happening. 

Boom's supersonic XB-1 test jet has received Federal Aviation Administration (FAA) approval to fly past Mach 1, the company announced. Tests are slated to take place later this year at the Black Mountain Supersonic Corridor in Mojave, CA, and the results could help prove the feasibility of the design in areas like fuel consumption, speeds and flight characteristics.

"Following XB-1’s successful first flight, I’m looking forward to its historic first supersonic flight,” said Boom Supersonic founder and CEO Blake Scholl. "We thank the Federal Aviation Administration for supporting innovation and enabling XB-1 to continue its important role of informing the future of supersonic travel."

The approval arrives just weeks after a successful X-B1 test flight at subsonic speeds by a pair of test pilots. It follows a thorough review and environmental assessment, and mandates a chaise plane to trail the XB-1 to monitor and record flight safety, according to the company.

The company will conduct 10-20 flights before attempting to break the speed of sound. It will systematically expand the flight envelope during that time to confirm performance and handling qualities, while performing in-flight checks of all systems and demonstrating a safe margin to flutter/vibration boundaries. Test pilot Tristan "Geppetto" Brandenberg will be at the controls during the first supersonic flight.

Passenger flights are still a long way away, though. The XB-1 is a scaled-down version of Boom's ultimate goal, a commercial liner called Overture that's expected to carry under 100 passenger at "business class" comfort levels. The company has said that plane will be able to fly from Tokyo to Seattle in four hours and thirty minutes. 

NASA is also working on a supersonic jet called the X-59 with a reduced sonic profile, but Boom Supersonic hasn't provided much detail on how it plans to reduce the, well, supersonic boom.  

The company has seen its share of issues, with test plans delayed and a rupture with original engine manufacturer Rolls-Royce. The company subsequently partnered with a company called FTT to develop its own custom "Symphony" jet engine. Despite those setbacks, the company already has customers lined up, with American Airlines and United Airlines having place orders for multiple jets.