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 BMW X2
The X1’s Dynamic Alter Ego Gets Bigger and Better
It seems like everyone in the SUV world is trying to out-rugged one another. But over at BMW, they just keep doing what they do: Making stylish, high-performance sports activity vehicles, and even making them more attainable. This latest BMW X2 is proof of that.
At first glance, the 2024 BMW X2 Compact Sports Activity Coupe looks like the more dynamic platform-mate to the BMW X1. Afterall, the X1 utility is just so boring it needed the help. Weel, that’s not at all true, of course, but BMW is the brand that spearheaded the whole coupe-like SUV movement and continues to spread that theme throughout their lineup. So, hence this fast roof X2.
For its second generation, the X2 has gotten a lot bigger, a full 7.6-inches longer, which means it can now call the X1 its little brother. The roof slopes more drastically than before too, with even bigger changes in back, with the SUV-like liftgate and minimal back glass replaced with more glass set in a hatchback-style lid. Some might say the exaggerated fenders and sharp creases are a bit much, but we’re not among them. It looks great, especially with the optional M Sport Package’s 19-inch wheels, unique bumpers, and black trim.
Still, like many stylish small utilities, it is still a little hard to see out of. But that’s what cameras and a myriad of sensors are for. The X2 is clearly more upscale than before with xDrive all-wheel-drive now standard. So, no more front-wheel-drive X2s for now, though that never was a big deal to us, or to the owners of the new MINI Countryman who share this chassis.
BMW’s curved display is easily the highlight of the interior; operating with the ninth generation of iDrive technology, it blends the LED driver display into the central touchscreen. Front seats are both sporty and comfortable, and while many stylish sloped roof SUVs often sacrifice the utility part, rear seat space in the X2 is plentiful. With 25.3 cubic-feet of space, rear cargo capacity is barely less than the X1, and max capacity, at 51.7 cubic-feet, is actually more than the X1 due to the longer body.
This xDrive28i is the base offering, powered by a 241-horsepower 2.0-liter turbo-4 with 295 lb-ft of torque. For an upgrade, that same engine gets cranked up to deliver 312 horsepower in the M35i; both get a seven-speed DCT. We stuck with the standard 2.0-liter for testing, dialed in Sport mode, and hit the track. And while it does feel very quick on the street, whether it was turbo lag or engine tuning, there just wasn’t a real sense of urgency off the line.
Once it got rolling though, power did pour on pretty effectively, getting us to 60 in 6.2 seconds, and then stayed very consistent down the track. There was even a nice little kick of additional oomph with every gear change. So clearly not the most invigorating BMW experience we’ve had recently, but the 14.9-second quarter-mile, finished at 96 mph, is plenty quick for an entry-level ute, and there’s always the M35i.
We’d also put handling in the “upscale” category. Even with the M Sport Adaptive suspension, softer tuning produced more body roll than expected. Steering was a bit too vague and light for our taste; without the tenacious grip we expected through our handling course. On the other hand, this X2 was very stable and safe, with a more substantial feel than before. In our panic braking test, the X2’s pedal was soft until the very end of travel when it firmed up quickly. But with an average stopping distance of a scant 96 feet, they clearly did their job.
Government Fuel Economy Ratings for the xDrive28i are 24 City, 33 Highway, and 28 Combined. We averaged a quite good 31.1 mpg of Premium. That rates slightly better than average for the Energy Impact Score, 10.6 barrels of annual oil use with 5.3 tons of CO2 emissions.
Pricing starts at $42,995, which is $1,500 more than a base X1. Then a healthy step up to the M35i which starts at $52,395.
While we did appreciate the original X2 for its more stylish take on the X1, there’s a lot more to love this time. The 2024 edition of the BMW X2 is more than just a better looking X1, it’s bigger and better all around. Now, one could argue if any brand really needs three coupe-like SUVs in their portfolio. But when you’ve got the formula for success like no one else, you might as well deploy it in as many ways as you can.