“If this is the future,” someone on the VW Bus Junkies Facebook page posted, “I’d rather live in the past.” The Buzz has a face, too, but its eyes, hard and angular, look angry, as if beneath a furrowed brow, and its smile is a smirk. version is expected to cost around forty-five thousand dollars.) Also, the front end of the bus, famously, had a face, a loopy, goofy, smiling face: the eyes two perfectly round, bug-eyed headlights, the nose a swooping piece of chrome trim, the mouth a gently curving bumper. It’s not what old cars did, or what they were. The Buzz, in the way of new E.V.s, is more swoosh than boing, less a machine you operate-pulling levers, cranking wheels, pumping brakes-than a computer you ride around in while its screen flashes officious little reminders at you. “I want one!” is more or less the vibe online. “The Buzz has the ability to rewrite the rules,” Top Gear reported in April, naming it Electric Car of the Year.īus nuts are busting out of their pop-tops. of Volkswagen of America said that the demand for the Buzz in the U.S. market, with three rows of seats instead of two.) Volkswagen expects the Buzz, which has a range of something like two hundred and sixty miles, to be the flagship of a fast-growing electric fleet. (One reason for the wait is that Volkswagen is making a bigger one for the U.S. It’s on sale in Europe this fall and will be available in the United States in 2024. Finally, it really is coming, and not only is it electric but it can also be a little bit psychedelic, two-toned, in the colors of a box of Popsicles: tangerine, lime, grape, lemon. (I’m one of the people who’ve been counting the days.) The company keeps announcing that it’s coming, and then it never comes. Volkswagen has been teasing a return of the classic, iconic, drive-it-to-the-Grateful-Dead bus for more than two decades. It might be the most anticipated vehicle in automotive history. “ID.” stands for “intelligent design,” and “Buzz” means that it’s electric. This year, Volkswagen is bringing back the bus-souped up, tricked out, and no longer bouncy-as the ID. “You just bounced along,” Vargo said, bobbing her head. They bought a beat-up VW bus, circa 1967, red and white, with a split windshield, a stick shift that sprouted up from the floor like a sturdy sapling, a big, flat, bus-driver steering wheel half the size of a hula hoop, and windshield wipers that waved back and forth-cheerful and eager, like a puppy-without wiping anything away. They were best friends, in their twenties, living in a women-only commune in Massachusetts: muddy boots, acoustic guitars, mercurial vegetarians. In 1976, at the tail end of the Ford Administration, hippies no longer hip, Sue Vargo and Molly Mead decided that they wanted to drive to the Florida Keys in a Volkswagen bus. An electrical system with leisure battery, 100-watt solar panel and electrical hookup keeps onboard electrical equipment humming.This content can also be viewed on the site it originates from. A 25-liter fridge and fresh water tank help in supplying food and beverage.
The Lerina's layout is familiar enough, featuring a driver-side kitchen block with glass-top sink and stove. At night, the bench folds to create the main double bed. These rails allow the camper van's rear bench to slide forward when extra cargo room is needed in back, then slide backward at camp to create a roomier living area.
A versatile multi-use van, the Lerina can sleep and feed four on a camping holiday before switching over to six-seat people mover mode.Īs with other camper vans we've looked at lately, including the aforementioned Michelangelo, the Lerina relies on floor rails as a key pillar of its design. The new Proace-based van comes with an interior dressed by Wellhouse Leisure, a British converter with plenty of experience in creating compact camper vans like the SsangYong Tourist and Ford Terrier Bianco. And now Toyota has the Lerina, developed not by Westfalia but by a different "W" of camper conversions.
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