There’s big news in VW Land. No, literally, because after sitting out America’s SUV love affair for the better part of two decades, Volkswagen has gone all-in this year with two all-new sport-utilities, the larger redesigned Tiguan and the subject of this report, the huge Atlas.
Among Volkswagen’s products in the U.S., the aptly named Atlas is its most massive offering. The oversized 7-passenger crossover SUV stretches 198.3 inches stem to stern, about the same size as the Ford Explorer or Nissan Pathfinder. If your memories of Volkswagens center around small cars, you’d better think again. At 70 inches tall, the Atlas’s roof requires a six-footer to stand on tippy toes to see over it.
Unlike the Tiguan, the Volkswagen Atlas has an adult-rated third-row seat, offering more headroom and legroom in the rearmost quarters than the Explorer or Pathfinder or even the new and equally enormous Chevrolet Traverse.
The mammoth, made-in-Chattanooga Atlas also embraces America’s penchant for big-box stores, as it features a cavernous cargo hold, ranging from a generous 20.6 cubic feet of space aft of the third-row seat to a maximum of 96.8 cubic feet of stowage behind the front seats. That latter figure is more than nearly every competitor, as well as full-size SUVs like the Chevy Tahoe and GMC Yukon.
European flavor, American value
The Atlas’s elevator pitch is it offers the kind of roominess we Americans like along with the driving refinement one expects of European brand offerings, but at a price point placing it squarely into competition with mainstream models.
For the purposes of this review, I’m assessing the Volkswagen Atlas’s value equation. My test vehicle was a mid-level SE with Technology trim (yes, it’s called that) equipped with the standard 2.0-liter turbocharged 4-cylinder engine and front-wheel drive. The sticker price, with destination, came to $36,615.
The Atlas SE w/Tech splits the difference between the base S trim ($31,425 with destination) trim with its cloth seats and smaller 6.5-inch infotainment touchscreen, and the loaded SEL Premium trim ($49,415 with destination) with a V6 engine, all-wheel drive, leather-wrapped heated and ventilated seats, panoramic sunroof, navigation system, and 12-speaker Fender premium audio system.
Not that my test model, which cost nearly $13,000 less than the top-of-the-line version, was a penalty box. It included niceties such as triple-zone automatic climate control, an 8-inch infotainment display with SiriusXM radio, power-adjustable front seats, a power rear liftgate, faux-leather upholstery, push-button start, and a slew of driver assistance and collision avoidance technologies. Clearly, the SE w/Tech trim checks a lot of boxes.
Turbodynamics
But as big a deal as the Atlas is, the real revelation is how small it drives. For starters, the turbocharged 4-cylinder feels surprisingly peppy and moves the 4,222-pound, 7-passenger SUV with more verve than you might expect. The engine has spunk and its intake system growls enthusiastically with acceleration.
The Atlas’s 2.0-liter turbo 4-cylinder isn’t the same one that’s installed in the smaller Volkswagen Tiguan. Instead, the Atlas employs a variant of the motor used in the potent Golf R and it sports variable intake and exhaust cam phasing, plus variable valve lift. In Atlas tune, it makes 235 horsepower, and its 258 lb.-ft. of torque is just 8 lb.-ft. less than what the optional 3.6-liter V6 provides. Furthermore, the 4-cylinder’s maximum torque spools up at a just-above-fast-idle 1,600 rpm (compared to the V6’s 2,750 rpm torque peak).
How the Atlas 4-cylinder works depends on where you live. In flat Michigan, maybe 900 feet above sea level, there’s no problem. The engine sounds and feels eager. The turbocharger spools up with no delay and gets right with the program, even at low-rpm part throttle when just cruising around town. The 4-cylinder is only available with front-wheel drive, though, so if you live where 4-wheel drive is a necessity, you’ll have to pony up for the V6.
It’s not bad on gas, either. The Atlas is equipped with a stop/start system that shuts off the engine at stoplights to save fuel, then restarts automatically when your foot lifts off the brake. Compared to some other systems, the one in the Atlas isn’t harsh at all on a restart, but can surge forward just a bit.
I saw an indicated 26 mpg average running light on people and cargo, mainly knocking around going from mall to mall for Black Friday sales events, which is probably what most Americans use SUVs for anyway. The EPA says to expect 24 mpg in combined driving, so this is an impressive result.
The Atlas’s 8-speed transmission supplies quick and positive shifts. The transmission pulls torque when changing cogs to minimize surging and driveline shock. There are no shift paddles on this trim level, but the tap shift gate on the console works fine when you want to manually select gears for situations like steep elevation changes and sharp switchback turns during mountain driving.
Towing is rated at just 2,000 pounds for the 4-cylinder. Opt for the V6 to yank trailers weighing up to 5,000 pounds.
Rolling stock
You’d expect nothing less than great brakes from a German brand and the big Vee-Dub’s binders don’t disappoint. Response is crisp at the top of pedal travel and it’s easy to modulate them for pinpoint control.
Volkswagen’s robust MQB Modular Transverse Matrix architecture provides a solid platform for the Atlas chassis componentry. The big SUV’s ride is pretty supple with decent body control over pitchy sections. There is some lumber sound on hard impacts but nothing rude or intrusive. Body roll is quelled effectively in turns.
Steering effort is on the light side, so it’ll never get tiring when arms get heavy on a long highway slog. The helm is also reasonably precise, enabling the driver to easily place the big SUV where he or she wants it.
The SE w/Technology model’s standard active safety systems are, by and large, a big plus, but the lane-keeping assist system can be annoying. I didn’t like the way it caused the steering to fight me when I swung wide on a road with no oncoming traffic to give more space to a jogger or bicyclist on a narrow shoulder. The system doesn’t work below 40 mph, which is fine with me. And it can be turned off, which is also fine with me.
Overall, the front-drive Atlas 2.0T drives more nimbly and with more engagement on its Continental Cross Contact LX sport mud and snow 245/60R18 all-season tires than you’d expect for its size and capabilities.
Cabin considerations
Volkswagen is known for its no-nonsense ergonomics and the Atlas delivers with simple, straightforward controls. Storage is impressive, too, with a huge, covered console bin under the center armrest and another, open bin forward of the shifter.
All but the price-leader S trim come with a clear, bright 8-inch infotainment touchscreen display that’s easy to navigate. Bluetooth, a backup camera and Apple CarPlay and Android Auto are all standard. The mid-level 8-speaker AM/FM/CD stereo with satellite radio sounds great, delivering super clear sound with good fidelity.
The front chairs are firm yet comfortable, accommodating a broad spectrum of posteriors with no hot spots of discomfort. Large windows and relatively thin roof pillars provide the driver with good overall outward visibility.
Thanks to a slide-and-tilt second-row 60/40-split folding bench seat, the commodious third-row seats are easily accessible. The second-row bench also slides fore and aft up to 7.7 inches and tilts forward for easy access to the third-row seat without needing to remove a child safety seat. It also reclines 14 degrees for impromptu headliner inspections, star searches and such.
As upscale as it can look, the Atlas rolls as a Volkswagen, not an Audi, and that’s evident by some bits of exposed hard plastic in the cabin. This is both downscale to look at and touch, the hard edges of the door armrests and console sides rudely making themselves known to one’s knees in sharp turns. Then again, VW isn’t charging Audi prices for the Atlas. It’s in the unique position of playing the value European card/brand.
Big picture
The 2018 Volkswagen Atlas in general, and the SE in particular, offer a good value for families seeking the spread-out room of a big SUV and the driving dynamics of a European-bred chassis without the high cost associated with a European brand.
Volkswagen’s new 6-year/72,000-mile, bumper-to-bumper transferrable warranty – one of the best among all car companies – is icing on the cake.
2018 Volkswagen Tiguan
In
its attempt to court U.S. buyers, Volkswagen has tried on size big—the
spacious, made-for-America versions of the Jetta and Passat sedans—and
size tall—the Tiguan
and Touareg SUVs. Both approaches have found mixed success on our
shores. Now VW finally has figured out that we Americans like our cars
big and tall.
A renewed SUV push is now underway to try to make up for lost time, starting with the three-row Atlas
and continuing with the second-generation Tiguan that’s considerably
bigger than its Euro-centric predecessor. The new, bigger Tig now is one
of the largest entries in the compact-crossover segment, with its
185.1-inch length exceeding the old Tiguan’s by nearly an entire foot
and eclipsing key rivals such as the Honda CR-V, the Toyota RAV4, and
the Nissan Rogue.
Long and Strong
We’re getting the long-wheelbase version of the new Tiguan in the States (there’s a short-wheelbase version
already on sale in Europe), and it’s capacious enough that VW saw fit
to offer a third row of seats, a rarity in this class. The Rogue and the
Mitsubishi Outlander are the only other crossovers this size that can
lay claim to seven-passenger capacity, and those claims are dubious—as
anyone who has tried to stuff a passenger over five-feet tall into their
third rows will understand.
As in the size-XL Atlas, the Tiguan’s packaging is a strong suit. Yes,
the third row works best as a kids-only zone, but adults will fit in a
pinch. The roomy second row is an especially nice place to spend time.
It reclines, slides fore and aft, and features well-sculpted padding in
addition to air vents and a USB port. All front-wheel-drive Tiguans come
with seven seats, but the third row is a $500 option on all-wheel-drive
models. (Blame the feds for that weird anomaly: Front-drive models need
the third row in order to be classified as a light truck;
all-wheel-drive versions don’t.)
Dulled Dynamics
The key downside to the new Tiguan’s ballooning size is that it loses
the previous-generation’s Golf-on-stilts character, which made it one of
the more entertaining small crossovers to drive. The new Tiguan is less
eager. It rides softly and rolls considerably in corners; even though
it shares its basic MQB bones with the fabulous-driving
seventh-generation Golf, the combination of the Tiguan’s extra weight
versus that car and the relaxed tuning of the primary controls removes a
considerable degree of responsiveness from the chassis. The
electrically assisted steering rack is overboosted and lacks on-center
feel, turn-in is lazy, and the brake pedal is a bit mushy. Volkswagen
clearly prioritized quiet comfort over athleticism, and the Tiguan
tracks straight down the freeway and features a quiet and plush ride,
qualities that will please family-minded shoppers.
The Tiguan’s turbocharged 2.0-liter inline-four engine has been updated and now uses a more efficient combustion process that’s a modified version of the Miller cycle. There’s a meaty torque plateau in the four-cylinder’s midrange, but the engine note is gritty, and its response off the line is sluggish due to some turbo lag and a long-travel accelerator pedal. With the caveat that we drove the Tiguan exclusively at high elevations in Colorado, the engine ran out of steam higher in the rev range and the eight-speed automatic is slow to downshift, making passing or merging a somewhat strained proposition. The new engine left us wishing for some sort of upgrade with more power, but this 2.0T is the only choice for now. And given the combustion tech, we’re disappointed that the turbo four isn’t able to deliver more competitive EPA numbers: The Tiguan’s 24-mpg combined rating falls 6 mpg short of the CR-V’s with its more enthusiastic and more powerful 1.5-liter turbo four.
While the base Tiguan S has an attractive base price of $26,245—that’s less than a three-row Rogue—the better-equipped trim levels can get pricey, especially when you add $1300 for 4Motion. The reasonably equipped SE model runs for $31,280 with all-wheel drive and two rows of seats; it’s probably the best value. But to get features such as a power liftgate, you have to pay $34,750 for the SEL. The SEL Premium model with all the options tops out at $43,585, at which point you might start looking at an Audi Q5 or the much larger Atlas. For those who can’t stomach those costs, or for those who want to have more fun in their VW crossover, the outgoing Tiguan will remain on sale for a few more years as the Tiguan Limited, presumably with a considerably discounted base price.
For others looking for a roomy compact crossover SUV, though, this full-figured Tiguan’s price premium will be offset by the sheer amount of car you get for the money. While we might lament the loss of a sense of driving pleasure, we understand why Volkswagen remade this small crossover into a spacious, comfortable cruiser. The Tiguan now meets the wants and needs of shoppers in the segment, most of whom will take space over pace any day.
The Tiguan’s turbocharged 2.0-liter inline-four engine has been updated and now uses a more efficient combustion process that’s a modified version of the Miller cycle. There’s a meaty torque plateau in the four-cylinder’s midrange, but the engine note is gritty, and its response off the line is sluggish due to some turbo lag and a long-travel accelerator pedal. With the caveat that we drove the Tiguan exclusively at high elevations in Colorado, the engine ran out of steam higher in the rev range and the eight-speed automatic is slow to downshift, making passing or merging a somewhat strained proposition. The new engine left us wishing for some sort of upgrade with more power, but this 2.0T is the only choice for now. And given the combustion tech, we’re disappointed that the turbo four isn’t able to deliver more competitive EPA numbers: The Tiguan’s 24-mpg combined rating falls 6 mpg short of the CR-V’s with its more enthusiastic and more powerful 1.5-liter turbo four.
All Grown Up
If the new Tiguan isn’t quite as fun loving as before, it is at least considerably more mature in its aesthetic. Its nicely creased, squared-off look is among the more pleasing designs in its class. The interior, too, rises to the top end of the segment: The dashboard looks and feels upscale, with clearly organized HVAC and audio controls and a large, crisp-looking 8.0-inch touchscreen display in all but the base S trim, which gets a 6.5-inch screen. The leatherette upholstery found in SE and SEL models is convincing, while the top SEL Premium gets real hides and a high-tech, configurable digital gauge cluster that’s not far off from Audi’s Virtual Cockpit system. The availability of active-safety features isn’t quite as widespread as in the CR-V, but VW does offer forward-collision warning and blind-spot monitoring as standard on SE models and above (and optional on the S).While the base Tiguan S has an attractive base price of $26,245—that’s less than a three-row Rogue—the better-equipped trim levels can get pricey, especially when you add $1300 for 4Motion. The reasonably equipped SE model runs for $31,280 with all-wheel drive and two rows of seats; it’s probably the best value. But to get features such as a power liftgate, you have to pay $34,750 for the SEL. The SEL Premium model with all the options tops out at $43,585, at which point you might start looking at an Audi Q5 or the much larger Atlas. For those who can’t stomach those costs, or for those who want to have more fun in their VW crossover, the outgoing Tiguan will remain on sale for a few more years as the Tiguan Limited, presumably with a considerably discounted base price.
For others looking for a roomy compact crossover SUV, though, this full-figured Tiguan’s price premium will be offset by the sheer amount of car you get for the money. While we might lament the loss of a sense of driving pleasure, we understand why Volkswagen remade this small crossover into a spacious, comfortable cruiser. The Tiguan now meets the wants and needs of shoppers in the segment, most of whom will take space over pace any day.
