2018 Volkswagen Atlas
When Volkswagen opened up a plant in Chattanooga, Tennessee; to build a new Passat sedan; everyone assumed that car was just first of things to come. Well, that was 6 years ago! now, finally, we get to see VW’s second effort from the “dynamo of dixie”, the largest utility the brand has ever made; and designed specifically for the American family; the Atlas!
Back when the 2018 Volkswagen Atlas was going through its early design stages, VW must have been nervous about where the SUV market was headed. It turns out, they needn’t have worried, as utility sales continue to escalate like it’s 1999 all over again. And Atlas appears to be exactly the right vehicle that Volkswagen needs.
This 3-row, 7-passenger, approaching full-size crossover, is longer outside and roomier inside than the Honda Pilot or the Toyota Highlander. In fact, at 198.3-inches, its overall length is exactly the same as the Ford Explorer.
VW went for a somewhat old-school, rugged, yet boxy look here, with a familiar front that unabashedly resembles the rest of the VW lineup.
There’s 8.0-inches of ground clearance; and 18-inch wheels are standard on all but top trim SEL Premium, which gets 20s.
Familiarity lies under the hood as well, with a standard 2.0-liter I4 turbo rated at 235-horsepower and 258 lb-ft. of torque.
You’ll have to step up to the optional naturally-aspirated 3.6-liter VR6 if you want all-wheel-drive. It delivers 276-horsepower and 266 lb-ft. of torque through the 5th generation of VW’s 4Motion permanent AWD system; which operates in front-wheel-drive mostly, but sends as much as 50% of power rearward when slip is detected.
Two off road modes are part of Driving Mode Selection.
Putting an all-new vehicle out right now without the latest in safety tech, would be a no-go; so the Atlas has most goodies available, from full Stop and Go Adaptive Cruise Control to Autonomous Emergency Braking.
Inside, the dash design is similar to the Passat, but less drab and a little more modern.
Materials and trim are quite good, better than most in class; though nothing quite to the level of the Mazda CX-9’s up-level Signature.
All but base trim get an 8.0-inch touchscreen display with varying levels of features. Operation is intuitive, and response is much quicker that previous VW systems. Apple Car Play an Android Auto are included.
No doubt helped along by the available panoramic sunroof, the interior certainly does convey spaciousness. Yet, Atlas drives like a much smaller vehicle with light, crisp steering. No lumbering ute here, and a good stablemate to the compact Tiguan.
And believe it or not, the Atlas is actually built on the same MQB architecture as the Tiguan, and the Golf.
Three adults will find good room in the second row, and a pair of grownups can even ride in the 3rd row. Furthermore, access to that 3rd row is fantastically easy.
As for cargo, you’ll find almost a minivan’s worth of space. Raise the available power liftgate for 20.6 cubic-ft. behind the 3rd row, that’s more than Pilot, less than Explorer. There’s 55.5 cubic-ft. behind the 2nd row, and its 96.8 cubic-ft. max with all seats folded totally flat. That betters both the Pilot and Explorer, and even the Chevrolet Tahoe.
Towing capacity is 5,000-lbs with the 6-cylinder.
The nimble nature that we felt on the street was more than evident through our slalom course as well. There’s a very tight and sold feel, along with an eager to turn-in chassis; though there was a little more body roll than we expected.
The VR6 engine has been around for a couple of decades now, and power delivery does indeed feel very old school. It took us 7.9-seconds to hit 60; with the full ¼-mile trip taking 16.0-seconds at 89 miles-per-hour.
Shifts from the 8-speed automatic are very smooth, and engine noise is well restrained.
With all-wheel-drive, Government Fuel Economy Ratings are 17-City, 23-Highway, and 19-Combined. And, 19 was our average on a mixed driving loop.
So, the Energy Impact Score rates poor; burning 17.3-barrels of oil yearly, while emitting 7.5 tons of CO2.
Like most larger 3-row utes, the Atlas delivers the basics for just over $30,000, and you’ll pay close to 50 for the best of everything. But, our well outfitted V6 SEL tester, at $40,085, met all of our family needs and seemed like a genuine bargain to boot. All-wheel drive is $1800 more.
It took a while to get here, but early indicators are the 2018 Volkswagen Atlas was worth the wait. It’s the American-sized 3-row SUV that the VW faithful have been waiting for. IT’s packed full with a tremendous amount of space, comfort, and capability that will surely make it attractive to just about anybody in the market for a larger crossover. VW is clearly “in it to win it.”
Specifications
- Engine: 3.6-liter VR6
- Horsepower: 276
- Torque: 266 lb-ft.
- 0-60 mph: 7.9 seconds
- 1/4 mile: 16.0 seconds @ 89 mph
- EPA: 17 mpg city / 23 mpg highway
- Energy Impact: 17.3 barrels of oil/yr
- CO2 Emissions: 7.5 tons/yr
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft