Atlas [Official] Volkswagen Atlas
- Thread starter Rainer271
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- atlas teramont volkswagen vw
KiwiRob
Autotechnik Ace
There's nothing wrong with the interior, VW is not a luxury brand, it does not need a fancy interior, just a practicle interior which works well, I think they have done this well. The interior is as good as or better than any of it's direct competition.
klier
Premium
Exactly my point. Skoda or Seat. Not VW worthy imo
That curved character line above the wheelarches looks terrible and those huge front lights and grill make it possibly the ugliest VW in existence. What a piece of crap! Definitely styled by Americans for American market. Interior could have come from a Golf or Skoda!
Fido
Quattro Commander
Or the new Dacia Duster..
khabah
Precision Tuner
Saw the Atlas in person at the LA Auto Show. Fairly large and not as visually offensive as I was worried it might be, although that character line along the side is definitely overwrought... Particularly the bits that arch over the wheels.
Biggest letdown was the interior; predictable overall design which isn't the worst but the seat leather felt CHEAP - maybe it was leatherette/vinyl but whatever the Hell it was, it felt incredibly downmarket. I know this is a Volkswagen, but if nice, smooth-finish hide can be used on the steering wheel then surely the rest can be a step up. Ending with a plus: the new navigation system is nice, responsive and very intuitive.
They'll sell these things, but it's a pity that it already feels so average.
khabah
Biggest letdown was the interior; predictable overall design which isn't the worst but the seat leather felt CHEAP - maybe it was leatherette/vinyl but whatever the Hell it was, it felt incredibly downmarket. I know this is a Volkswagen, but if nice, smooth-finish hide can be used on the steering wheel then surely the rest can be a step up. Ending with a plus: the new navigation system is nice, responsive and very intuitive.
They'll sell these things, but it's a pity that it already feels so average.
khabah
Rainer271
Kraftwagen König
2018 Volkswagen Atlas First Drive: A firm handshake
Volkswagen’s all-important Atlas is finally here. Is it worth your consideration, or is it too little, too late?
– Saint-Alexis-des-Monts, Québec, Canada
Once upon a time, Volkswagen set a goal of selling 800,000 cars in the U.S., annually, by the year 2018. Four years – and one huge scandal – later, the company is struggling to crack 400,000. But if any new product is going to help Volkswagen regain sales momentum and polish its tarnished image here in America, it’s this new Atlas.
On a snowy March morning, I’m driving the new Atlas down a road in the Sacacomie region of Québec, sipping coffee at stop signs, listening to classic rock on the stereo. I’m not thinking about the huge weight on Atlas’ shoulders as it nears its on sale date in the U.S. in a few months. Instead, I’m enjoying the CUV’s comfy, heated seats. I’m watching snow land on the wide hood through the expansive front windscreen. I’m not focusing on any one feature in the Atlas, but as I examine the interior and reflect on the drive, I can’t find anything to get excited or complain about. It’s just… nice.
4Motion all-wheel drive keeps the big crossover surefooted and planted, even when I intentionally throw the galoot into a snowy corner.
Volkswagen will offer the Atlas with a choice of two engines. The turbocharged 2.0-liter inline-four with 235 horsepower will be available exclusively with front-wheel drive, so for this wintry test in the Great White North, I’m behind the wheel of an Atlas SEL with the 276-hp, 3.6-liter V6 (yes, the old VR6 engine), equipped with 4Motion all-wheel drive. An eight-speed automatic is the only transmission available, and discretely swaps cogs whether gently accelerating on a winding road or laying into the throttle to climb a steep, snowy hill.
One thing that’s mostly absent from my drive: slipping. The Atlas’ advanced 4Motion all-wheel-drive system is the same one found in the Golf R and Golf Alltrack, and it aids in keeping the big crossover surefooted and planted, even when I intentionally throw the galoot into a snowy corner, hoping to eke out a bit of rear end silliness. In the Normal drive setting, the 4Motion system defaults to front-wheel drive, but the moment slip is detected, the rear clutches engage to send power to the back wheels. A full 100 percent of the engine’s torque can be sent to the Atlas’ hind legs if needed. Sport mode changes the transmission’s shift programming, and increases throttle response and adds weight to the steering feel. Eco does exactly the opposite, only sending power out back if absolutely necessary, and telling the eight-speed auto to shift up, ASAP.
Within the AWD system, drivers can choose between Onroad, Snow, Offroad, and Offroad Custom modes. Snow acts a lot like Eco, lightening up the throttle and steering, and keeping the engine from revving too high. But unlike Eco, the Snow setting sends power to all four wheels, all the time. Offroad does the same thing, and reduces the intervention of the traction and stability control systems. There’s even hill descent control, which works automatically at speeds up to 18 miles per hour on grades steeper than 10 percent – no need to engage it, just lift off, and let the Atlas do the work. You know, in case the ski lift breaks.
The upright design pays dividends inside, where the Atlas feels downright massive.
Any more discussions will have to wait, for now – after 30 minutes of driving through snow, there’s only so much I can discern about the Atlas’ on-road manners. Suffice it to say, I doubt this thing will somehow reveal itself to be a dynamic marvel, but further testing will likely reinforce my short experience in Quebec. The Atlas is a straightforward, easy-to-drive steed. Even on snow-covered dirt roads, it’s comfortable, quiet, and doesn’t lumber about. Think of it like a great big Golf. Solid.
The boxy dimensions and pronounced wheel wells give it a commanding appearance, even with the smaller 18-inch wheels seen here (20s are optional). Nothing about the Atlas’ design really screams Volkswagen; comparisons to the Jeep Grand Cherokee or deceased Kia Borrego are perhaps more appropriate. But despite looking large and in charge, at 198.3 inches long, 77.9 inches wide, and 69.6 inches tall, the Atlas is basically the same size as a Ford Explorer, and nearly 31 inches longer than a Golf, despite sharing the same MQB architecture.
The upright design pays dividends inside, where the Atlas feels downright massive. There’s ample head- and legroom in all three rows, an expansive windscreen up front, and a panoramic sunroof to let the light in. The second row can slide fore and aft, and tilt forward, even with a child seat in place. Access to the third row is tight, but manageable, and there looks to be decent head- and kneeroom, though I still wouldn’t ask adults to sit back there for long periods of time.
All the Atlas’ interior materials and design will be familiar to anyone who’s been inside a Volkswagen lately. The plastics feel good, the leather-wrapped steering wheel is small in diameter, and all the buttons and knobs are exactly where you’d expect them to be. The big story is in the updated onboard technology. In the center stack, there’s a new, flush-mounted, eight-inch touchscreen that houses Volkswagen’s infotainment system, with Android Auto and Apple CarPlay compatibility; smaller screens are available on lesser models. And while this SEL test car has traditional gauges in the instrument panel, the top-level Atlas SEL Premium gets Volkswagen’s fully digital display – basically, a reskinned version of Audi’s Digital Cockpit.
Volkswagen estimates the Tennessee-built Atlas will be on sale by the end of the Spring, though don’t expect to see them in full stock at U.S. dealers until Summer. Pricing is expected to start right around $30,000, with a fully loaded SEL Premium example arriving just short of $50,000, putting the Atlas right in the heart of the seven-passenger crossover segment.
My brief stint in the pre-production Atlas gives a solid first impression. It's a good overall package, plain and simple, and one that should help Volkswagen find its way back into American driveways once again.
Photos: Steven Ewing / Motor1.com; Volkswagen
2018 VOLKSWAGEN ATLAS SEL AWD
ENGINE3.6-Liter V6
OUTPUT276 Horsepower
TRANSMISSION8-Speed Automatic
DRIVE TYPEAll-Wheel Drive
TOWING5,000 Pounds
SEATING CAPACITY7
BASE PRICE$30,000 (est.)
AS-TESTED PRICE$43,000 (est.)
Volkswagen’s all-important Atlas is finally here. Is it worth your consideration, or is it too little, too late?
– Saint-Alexis-des-Monts, Québec, Canada
Once upon a time, Volkswagen set a goal of selling 800,000 cars in the U.S., annually, by the year 2018. Four years – and one huge scandal – later, the company is struggling to crack 400,000. But if any new product is going to help Volkswagen regain sales momentum and polish its tarnished image here in America, it’s this new Atlas.
On a snowy March morning, I’m driving the new Atlas down a road in the Sacacomie region of Québec, sipping coffee at stop signs, listening to classic rock on the stereo. I’m not thinking about the huge weight on Atlas’ shoulders as it nears its on sale date in the U.S. in a few months. Instead, I’m enjoying the CUV’s comfy, heated seats. I’m watching snow land on the wide hood through the expansive front windscreen. I’m not focusing on any one feature in the Atlas, but as I examine the interior and reflect on the drive, I can’t find anything to get excited or complain about. It’s just… nice.
4Motion all-wheel drive keeps the big crossover surefooted and planted, even when I intentionally throw the galoot into a snowy corner.
Volkswagen will offer the Atlas with a choice of two engines. The turbocharged 2.0-liter inline-four with 235 horsepower will be available exclusively with front-wheel drive, so for this wintry test in the Great White North, I’m behind the wheel of an Atlas SEL with the 276-hp, 3.6-liter V6 (yes, the old VR6 engine), equipped with 4Motion all-wheel drive. An eight-speed automatic is the only transmission available, and discretely swaps cogs whether gently accelerating on a winding road or laying into the throttle to climb a steep, snowy hill.
One thing that’s mostly absent from my drive: slipping. The Atlas’ advanced 4Motion all-wheel-drive system is the same one found in the Golf R and Golf Alltrack, and it aids in keeping the big crossover surefooted and planted, even when I intentionally throw the galoot into a snowy corner, hoping to eke out a bit of rear end silliness. In the Normal drive setting, the 4Motion system defaults to front-wheel drive, but the moment slip is detected, the rear clutches engage to send power to the back wheels. A full 100 percent of the engine’s torque can be sent to the Atlas’ hind legs if needed. Sport mode changes the transmission’s shift programming, and increases throttle response and adds weight to the steering feel. Eco does exactly the opposite, only sending power out back if absolutely necessary, and telling the eight-speed auto to shift up, ASAP.
Within the AWD system, drivers can choose between Onroad, Snow, Offroad, and Offroad Custom modes. Snow acts a lot like Eco, lightening up the throttle and steering, and keeping the engine from revving too high. But unlike Eco, the Snow setting sends power to all four wheels, all the time. Offroad does the same thing, and reduces the intervention of the traction and stability control systems. There’s even hill descent control, which works automatically at speeds up to 18 miles per hour on grades steeper than 10 percent – no need to engage it, just lift off, and let the Atlas do the work. You know, in case the ski lift breaks.
The upright design pays dividends inside, where the Atlas feels downright massive.
Any more discussions will have to wait, for now – after 30 minutes of driving through snow, there’s only so much I can discern about the Atlas’ on-road manners. Suffice it to say, I doubt this thing will somehow reveal itself to be a dynamic marvel, but further testing will likely reinforce my short experience in Quebec. The Atlas is a straightforward, easy-to-drive steed. Even on snow-covered dirt roads, it’s comfortable, quiet, and doesn’t lumber about. Think of it like a great big Golf. Solid.
The boxy dimensions and pronounced wheel wells give it a commanding appearance, even with the smaller 18-inch wheels seen here (20s are optional). Nothing about the Atlas’ design really screams Volkswagen; comparisons to the Jeep Grand Cherokee or deceased Kia Borrego are perhaps more appropriate. But despite looking large and in charge, at 198.3 inches long, 77.9 inches wide, and 69.6 inches tall, the Atlas is basically the same size as a Ford Explorer, and nearly 31 inches longer than a Golf, despite sharing the same MQB architecture.
The upright design pays dividends inside, where the Atlas feels downright massive. There’s ample head- and legroom in all three rows, an expansive windscreen up front, and a panoramic sunroof to let the light in. The second row can slide fore and aft, and tilt forward, even with a child seat in place. Access to the third row is tight, but manageable, and there looks to be decent head- and kneeroom, though I still wouldn’t ask adults to sit back there for long periods of time.
All the Atlas’ interior materials and design will be familiar to anyone who’s been inside a Volkswagen lately. The plastics feel good, the leather-wrapped steering wheel is small in diameter, and all the buttons and knobs are exactly where you’d expect them to be. The big story is in the updated onboard technology. In the center stack, there’s a new, flush-mounted, eight-inch touchscreen that houses Volkswagen’s infotainment system, with Android Auto and Apple CarPlay compatibility; smaller screens are available on lesser models. And while this SEL test car has traditional gauges in the instrument panel, the top-level Atlas SEL Premium gets Volkswagen’s fully digital display – basically, a reskinned version of Audi’s Digital Cockpit.
Volkswagen estimates the Tennessee-built Atlas will be on sale by the end of the Spring, though don’t expect to see them in full stock at U.S. dealers until Summer. Pricing is expected to start right around $30,000, with a fully loaded SEL Premium example arriving just short of $50,000, putting the Atlas right in the heart of the seven-passenger crossover segment.
My brief stint in the pre-production Atlas gives a solid first impression. It's a good overall package, plain and simple, and one that should help Volkswagen find its way back into American driveways once again.
Photos: Steven Ewing / Motor1.com; Volkswagen
2018 VOLKSWAGEN ATLAS SEL AWD
ENGINE3.6-Liter V6
OUTPUT276 Horsepower
TRANSMISSION8-Speed Automatic
DRIVE TYPEAll-Wheel Drive
TOWING5,000 Pounds
SEATING CAPACITY7
BASE PRICE$30,000 (est.)
AS-TESTED PRICE$43,000 (est.)
Giannis
Staff member
New cars do still bend and deform. It's the best way to absorb crash energy. What modern cars also do great, over older "safe" cars (think old MBs and Volvos) is that they don't disintegrate into pieces. Ultra high strength steel in key areas means that the car will deform massively, but won't brake in two.
Very rigid cars like body-on-frame pick-ups are impressively safe when crashing into other vehicles, but slam them into a tree and you'll most likely meet your maker.
Beemer B773ER
Tire Trailblazer
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Volkswagen AG, also known as the Volkswagen Group,
is a German multinational automotive manufacturer headquartered in
Wolfsburg, Lower Saxony, Germany. Founded in 1937 in Berlin, Germany,
the Volkswagen Group sells passenger cars under the Audi, Bentley,
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Volkswagen brands; motorcycles under the Ducati name, light commercial
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