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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs