VW

VW Atlas Cross Sport Tries To Be The Cooler Big SUV

review, VW

The chopped version of the big German SUV finds itself in an awkward spot.

VW’s large SUV offers good functionality and space for a family, as I noted when I first drove it in 2021, but felt it didn’t get enough respect as a reasonably-priced three-row SUV. Unfortunately the Atlas doesn’t get much love from buyers because there are more long-standing American options that often get picked as repeat purchases.

The German marque wanted buyers to give the Atlas another look, so it followed the crossover coupe trend, carving up the big SUV to give it slightly smaller proportions and smarter styling lines. Does that make it a better choice in a field full of bigger SUVs?

The Key Details

The VW Atlas Cross Sport’s competition includes the Chevy Blazer, Ford Edge, and Honda Passport (which I reviewed not long ago, in its off-road TrailSport trim) Compared to its full-size variant, the Atlas Cross Sport has a tapered roofline, taking away the option for a third-row seat. Losing five inches of overall length and two inches of height, I definitely like this shape more than the big body Atlas I reviewed after its refresh a couple years ago.

VW offers the Atlas Cross Sport with its 235-horsepower (with premium unleaded) 2.0-liter turbo standard and the 276-horsepower 3.6-liter VR6 as an optional upgrade on upper trim levels. Front-wheel-drive comes standard, with VW’s 4MOTION all-wheel-drive optional, and the AWD option allows Atlas Cross Sport drivers to also tick a box to add VW’s Active Control, which enables several terrain drive modes. Trim levels are SE and SEL, with technology package options to add more goodies.

Base price for the 4-cylinder Atlas Cross Sport is $35,150, and all-wheel-drive adds another $2000 to the sticker. Opt for the VR6, and the price begins at $41,070, with 4MOTION taking the figure up to $42,970. My tester is the base SE trim, with the tech package and added panoramic sunroof, hitting a total price of $40,575.

The Functional Family Hauler

Big SUV or not, the Atlas Cross Sport is nice to drive, providing dynamics you expect from VW. The steering is remarkably sharp for a vehicle of this size. You will be reminded of the Atlas’ proportions, and the suspension is nicely tuned for a hint of response, but without feeling harsh at all. Just don’t go tossing the Atlas around, thinking you’re in a GTI, because this is still a big car. The base 4-cylinder isn’t so hot in a big SUV, more suited to the GTI hot hatch it’s shared with. Having to lug around 4,400 pounds is a task the 3.6-liter VR6 is better at, which I appreciated having in the three-row Atlas I tested a couple years ago.

Seats are big and cushiony, but could use a bit more lateral support, and I’ll go into other thoughts on the seating surfaces in a moment. Despite not having a third-row seat, the Atlas Cross Sport still boasts a cavernous interior that five passengers will be comfortable riding in, so long as there are kids in the back seat. Cargo space in the rear hatch is gargantuan, with a pair of bins straddling each side of the boot, but I do wish there was a hint more organizational features designed into the Atlas Cross Sport.

VW’s updated MIB3 infotainment system is on-board, with an 8-inch touchscreen that incorporates wireless Apple CarPlay and Android Auto. There’s also a wireless charging pad tucked under the center cluster. Volkswagen’s digital cockpit is standard on all Atlas Cross Sport models, and I appreciate how tidy the instrument cluster layout is, no matter which view you choose. I stuck with the more conventional look, but there’s a massive map view that’s helpful when you’re on a road trip.

Some Positive Points

When VW gave the Atlas a refresh a couple years ago, it was a big improvement. Not that the first generation was unattractive, but this new Atlas looks sharp and clean. No overly fake flares and angles, and no absurd body cladding to give a false impression of ruggedness. Even the vents in the front bumper are real.

Inside, Volkswagen was practical with the Atlas’ function, providing lots of spaces to tuck away your stuff, while being intuitive and close within reach. Since the switchgear in the Atlas is based on parts used in VW models for over a generation, we avoid the capacitive touch button setup that was my only big gripe in the Mk8 GTI I reviewed last year. There are real buttons and knobs everywhere you want them, even if they’re the same bits you get in the base model Golf that costs half as much as the Atlas.

Not So Wonderful Things

The base 4-cylinder SE trim of the Atlas Cross Sport has no drive modes for the powertrain nor terrain. You’ve got to upgrade to the bigger engine and then tick another option box to get both of those features, so the setup is a bit plain if you want more customization and personality. Because the four-banger is and engine more appropriately used in smaller, lighter cars in VW’s lineup, it’s working overtime in the Atlas, making a dent in its fuel economy. EPA estimates are 21/25/23, but I only achieved 20 during my week-long test.

When I discussed the comfort of the seats earlier, I didn’t dive into the coverings themselves, which is made from leatherette. I’ve felt some decent faux leather over the years, and the grade used in the Atlas Cross Sport is not great. The stitching work along the edges and door cards looks a bit cheap, and the fake carbon fiber look weave along the bolsters doesn’t make much sense. Not great from what should be considered a somewhat premium brand and model. The Honda Passport I reviewed holds an advantage here, but the Atlas is nicer inside than a Chevy Blazer or Ford Edge.

VW’s MIB infotainment works nicely, and has a responsive touchscreen, but having a very spartan UX theme and iconography makes you have to extend the time looking at the screen to tap the right app or make adjustments, which isn’t great while driving. Opt for the technology package if you’re buying a base model Atlas Cross Sport, which fits dual-zone climate control, keyless access, and remote start, even though I think those should be standard on a car in this class in 2023.

It’s Not Bad, But It Doesn’t Stand Out

VW did a good job of making the Atlas more attractive by offering this Cross Sport body style. I think it’s the right Atlas to get, if you want a big VW as your family car. By taking away some of the dimensions of the three-row Atlas, you’re still getting an SUV that feels big while only being a two-row seating model. While it’s better than many of the competitors VW feels it has, the Atlas Cross Sport slid into another class, almost by accident.

Now viewed as a two-row SUV, there are other crossovers that are more attractive than the Atlas Cross Sport in several ways. The Honda Passport is good, reliable, and looks the part as a rugged smaller SUV, but it’s not as great as engaging to drive. Instead, I think Mazda’s new CX-50 I recently enjoyed is the right choice for a two-row midsized crossover, not just because of its cooler styling, but its interior is more upscale, and the driving impressions are better than any affordable crossover I’ve tested.

The 2023 VW Jetta GLI Could Be A Little Bit Better

review, VW

As affordable fun sedans go, the Jetta has been a great contender for a long time, but how good is it now?

I’m a sucker for a fun little sedan, and appreciate companies that continue cranking out new ones. Volkswagen has been shipping the Jetta GLI for decades, giving its loyal buyers a slightly more performance-oriented variant of its compact sedan at a reasonable price. While it’s based on the same MQB platform as VW’s GTI, this Jetta feels like it’s half a generation behind the updated Mk8 GTI I reviewed last year.

The Jetta got a refresh for the 2022 model year, and the 2023 carried over mostly unchanged, with only minor cosmetic updates and remote start being fitted. Having played with plenty of practical four-door enthusiast models, including the all-new Honda Civic Si, I had to see if VW’s quick Jetta still gets the job done.

One thing I have to mention: During my test, some jerk in a parking lot dented the passenger rear door and didn’t leave a note, so I feel bad that the car got injured on my watch.

The Useful Specs

For 2023, VW simplified the order sheet for the Jetta GLI, now only offered in the nicely-equipped Autobahn trim level. Equipped with the same 2.0-liter turbocharged four cylinder as the Mk8 GTI I reviewed last year, the GLI pumps out 228 horsepower and 258 lb-ft of torque. As you’d expect from a smaller performance model, the GLI has a 6-speed manual fitted standard, with an option for a 7-speed DSG.

Pricing for a base model Jetta S starts at $20,655, and the more-equipped and quicker GLI with the 6-speed manual is $32,680, with the DSG option adding $800 to the sticker. The GLI I tested was shipped with the DSG, and added Pure Gray paint, the gloss black package (which adds gloss black wheels, roof, wide mirrors, and rear spoiler), and thanks to the global parts shortage the ventilated front seats weren’t installed, so there was a $200 credit that brought the total MSRP to $34,270 after destination.

A Peppy Daily Driver

Practicality is fantastic in the Jetta GLI, providing a car you’ll have no gripes after spending several hours commuting in. While it’s a sportier trim level than the more basic Jetta models, the GLI is still refined and smooth when in the comfort or eco drive modes, yet ready to pick up the pace when you are, thanks to a potent boosted 4-banger under the hood. Steering feel is remarkably light yet precise, making any city driving or parking lot maneuvering simple.

In the custom drive mode, I put the engine in eco, and firmed up the suspension and steering, to make the GLI feel a hint more playful while being mindful of fuel consumption. After my week-long test, with mostly city miles covered, the GLI scored 28 MPGs on average, which is just below the EPA’s 26/36/30 estimates.

I like the cabin layout of the Jetta, which is a no-nonsense setup. There’s a dash of style, including a grippier steering wheel to remind you you’re in the fun trim level, but it’s still quite German and intuitive. The instrument cluster employs VW’s digital cockpit, allowing you to customize the layout and data displays across the 10.25-inch screen. I retained a more conventional look with a speedometer and tachometer flanking each side of the display. Because the 2023 Jetta carries over a slightly older infotainment system than the Mk8 GTI I reviewed, there’s an actual volume knob next to the touchscreen that incorporates wireless Apple CarPlay and Android Auto.

Seats in the GLI are great, while nicely balancing between subtle and sporty, with great support right where it’s needed. Even the back seats have a hint more lateral support than in a normal affordable sedan, so that your passengers can stay in place if you’re taking the fun route to lunch during your workday. Space in the back seat is good too, so your coworkers won’t feel cramped, and the kids will have plenty of room for activities.

The front seats heated up quickly when tested during a cold front I recently experienced, but sadly the missing ventilated seat feature didn’t get tested during more typical warm days in Central Texas. Trunk space is massive, albeit a bit simple when it comes to storage needs. I wish VW gave the Jetta a bit more in the way of storage features in its cavernous boot. Standard safety features are aplenty, with VW’s full stack of active and passive systems to keep you in good hands on the road.

Can It Entertain The Enthusiast Driver?

Sneaking out to your favorite nearby winding road is definitely enjoyable in the Jetta GLI, so long as you don’t think you’re in a true performance car. The turbocharged engine is punchier when configured in the sport drive mode, with a bit more exhaust noise allowed (some of which is coming through the speakers). 258 lb-ft is no small figure in a smaller sedan, and VW made sure plenty of that torque is available across the mid-range where you want it. Do expect some moderate turbo lag at lower RPMs, especially when pulling away from a stoplight.

If you want to have the most fun on twisty roads, opt for the manual transmission. The DSG in the Jetta GLI was a bit frustrating when I used its manual mode, because it never let me have full control over its shifts. I could never rev up to anywhere near the redline, because the automatic upshift would kick in a good 1,000 RPMs before it, while also being a bit slow to change. Downshifts seemed labored too, even with the car dialed into its sportiest engine and transmission settings. Where the Mk8 GTI gets a cool, tiny nub for its automatic shifter, this Jetta GLI gets a more conventional shift lever, which seems dated by comparison.

The custom drive mode allows you to play with the dynamic chassis control, steering weight feel, suspension firmness and response, and e-differential capability, but just put the drive mode into sport when you want to have fun. That setup does the job perfectly, giving you quick engine response, just heavy enough steering, and a chassis that doesn’t feel too rigid while keeping body roll tidy. I’d like the sport suspension mode to be slightly firmer, to better distinguish itself over the normal mode, but it’s still good. Because of the larger proportions and increased weight of the Jetta over its GTI sibling, there is a hint more flex if you’re tossing the GLI more aggressively, but there really isn’t a big compromise if you want the extra cargo space over the hot hatch GTI.

Braking is positive in the GLI, with nice pedal feedback and solid confidence when needed to scrub speed ahead of tighter corners. What bugs me about the GLI I tested is the fact that it was equipped with all-season tires, just as VW did with the GTI I reviewed. Performance trim levels, particularly press cars, need the good rubber, because all-season tires compromise the fun factor. I appreciated that Honda ticked the option box for performance summer tires on the new Civic Si I tested, which give it a leg up on this Jetta GLI that could have been more enjoyable with stickier rubber.

The Good And Not Great Things

To better differentiate itself versus a more conventional Jetta, VW gave the GLI lots of cool styling treatments, particularly around its exterior. I like the more aggressive grille, hints of red trim, red brake calipers, and the classic GLI badge. This isn’t just another boring sedan, it’s the fun one, so it needed some good details.

Cabin treatments in the GLI are sporty yet subtle too, with little doses of red throughout the black cabin, but the seats are definitely cool. I dig the red backing in the leather that pops from under the perforations, and the red contrasting stitching is another nice touch. I’ve seen other compact cars better execute use of ambient cabin lighting, but I appreciate VW including it in the GLI.

The 2023 Jetta GLI gets the 7th generation Jetta’s climate control panel, which uses real knobs and buttons. This is something I absolutely hated about the new Mk8 GTI‘s interior. This GLI does get the steering wheel controls featured in the new GTI, which utilize capacitive touch switches rather than physical buttons, and they’re not good at all. There’s zero feedback, and they’re easy to accidentally engage when you’re giving the GLI any steering inputs.

Fun, But Not Fantastic

The GLI is definitely a more entertaining version of the VW Jetta, offering more power, sharper handling, neat styling touches, and a slightly higher cool factor. The trouble is that it needs to step all of these aspects up a notch to better position itself. Considering VW has the GTI on the same showroom floor, buyers should definitely gravitate toward the iconic hatchback over this sedan that could easily be mistaken as a basic four-door.

Then we get to the price. At $34,000, the Jetta GLI is not cheap, and is barely less expensive than the GTI I reviewed. For that figure, I’d wander over to the nearest Acura dealer to check out the all-new Integra before making a decision on my next fun sedan. If you don’t need leather seats or a sunroof, and are happy to row your own gears through what might be the best gearbox fitted to a new sporty four-door, I’d suggest getting a Civic Si to save a considerable amount of cash while enjoying a much more favorable driving experience.

The VW Mk8 GTI Is A Pleasant Upgrade

review, VW

A New Generation Of The Iconic Hot Hatch Has Arrived, But How Good Is It?

For decades, the Volkswagen GTI has enjoyed being the go-to hot hatch for enthusiast drivers who crave a fun, practical car. Arriving in Europe in 1976, and landing on U.S. shores in 1983, the GTI has been a massive success for longer than I’ve been alive. Growing up from a truly inexpensive, basic, and peppy little three-door hatchback, VW has kept it real, making reasonable upgrades with regard to power and features in the GTI over the previous seven generations. When I tested the Mk7 GTI two years ago, I looked at it as a sendoff for what I considered the best generation of the model’s extensive history.

With this new eighth generation, VW has given the GTI a full makeover, with a bump in power output while receiving fresh exterior looks and a redesigned, more tech-focused interior that brings the hot hatch into the current decade. VW has a good group of competitors aiming to take its spot atop the hot hatch throne, with Honda, Hyundai, and Toyota in the mix. Thankfully the hot hatch market is still a healthy one, but is the VW GTI still the right one to buy? I took a week-long test to sort that out.

The Useful Specs

The 2022 VW GTI packs a 2.0-liter turbocharged 4-cylinder engine that produces 241 horsepower and 273 lb-ft of torque (up 13 and 15 ticks over the Mk7 GTI, respectively), giving it an advantage over the updated Honda Civic Si I reviewed earlier this year. With your choice of a 6-speed manual transmission or a 7-speed DSG, this tester was equipped with the two-pedal setup. The Mk8 GTI can sprint from 0-60 in 5.1 seconds, which is about 0.7 seconds quicker than the last generation. Top speed is still limited to 155 MPH, which no one should ever try to hit in a little hatchback.

Built on Volkswagen’s long-used MQB modular platform, the GTI shares its underpinnings with several fun compact VAG models. With a full slate of touch-ups to the suspension and chassis, VW claims this new generation of the GTI is more composed yet more capable in the corners. Making several design changes with the body, the Mk8 GTI also looks a bit more upmarket while offering some striking angles. The cockpit receives plenty of changes too, giving the GTI a more modern take on the hot hatch cabin you’ve been familiar with for ages.

Offering three trim levels, VW added a bit more standard equipment to the base S trim, with the SE and Autobahn trim levels still available as the price increases in reasonable chunks. The base price of the GTI S starts at $29,880, SE models begin at $34,630, and the Autobahn has an MSRP of $38,330. The test model VW sent me is the SE trim level, painted a fantastic shade of Kings Red, with Titan Black–and plaid–cloth interior, optioned with the 7-speed DSG (an $800 option), which hits a total MSRP of $36,485.

The Enjoyable City Hatchback

It should come as no surprise that the Mk8 GTI is a great city car that can serve a small family nicely while being a fun weekender. With the standard Golf no longer in the VW lineup, the GTI is the only hatchback from the German manufacturer offered to Americans, with the push for people to buy the Taos crossover. VW also axed the 3-door GTI option, with the 5-door being the only way to take this hot hatch home, which is the practical option for most people.

Sticking to its roots, the Mk8 GTI makes any boring commute or errand run more entertaining. As the car market has cranked up engine specs to levels few people can truly handle, the GT packs enough juice under to satisfy your thirst for fun. Sneaking in and out of slower traffic is definitely enjoyable in this new GTI, and never was I thinking it was lacking power. VW’s refinements to the GTI’s suspension make it cope with bumpy downtown streets with ease while still offering good feedback. EPA fuel economy estimates are 25/34/28, and I managed 27 MPGs during my week with the GTI. Not bad considering I was driving it with more fun intended, rather than trying to optimize efficiency.

Updating the styling of the GTI was done perfectly. Sharper lines are done tastefully, and the new headlight housings add a hint of anger to the package. The Mk8’s wheelbase matches the previous generation, at 103.6 inches, but the overall length bumps up to 168.8 inches. At 57.6 inches high and 70.4 inches wide, a more planted look is given to the Mk8 GTI, met with wide front air intakes at the front and a punchier shoulder line. Sporty 18-inch wheels complete the refreshed GTI’s look wonderfully without looking too busy.

With proportions that fit four people and their stuff, the new GTI might be small next to traffic filled with crossovers, but it’s perfectly sized for reasonable people. The updated seats look the part of a modern hot hatch, while the plaid pattern in the center material gives a nod to GTIs of yesteryear. The front buckets definitely keep you in place when playful driving happens, with lateral support nicely designed where it’s needed. Cargo space isn’t massive, so don’t expect to take a family of four on a road trip with the Mk8 GTI, but the hatch will easily carry a week’s groceries and handle a few roller bags.

A new cabin design theme adds a more tech-heavy setup, with a new 10-inch infotainment screen commanding your attention in the center console. VW gives the new system Apple CarPlay and Android Auto, which are frankly better to use than the native software. Screen taps and swipes are a little on the slow side, which isn’t great for this new system. The all-digital instrument cluster is a nice upgrade compared to the somewhat basic analog dials in the Mk7 I reviewed, with all sorts of ways to configure your GTI’s ideal display. Digital controls make their way to the steering wheel too, which don’t have any feedback when using them, and are easy to accidentally tap when turning the wheel.

My biggest gripes with this new setup are divided between the lack of a volume knob–opting for a digital slider instead–and the same style of buttons for the climate control. Neither of these are backlit, so making adjustments at night is a complete guessing game. Why VW overlooked illuminating these controls is a mystery, and losing physical temperature buttons or a volume knob is something too many OEMs are doing to otherwise good cars.

Playing In The Twisty Stuff

Escape the daily grind, and seek your nearby curvy farm-to-market routes, because that’s where VW’s eighth-generation GTI shines. Opt for the sport drive mode, and the GTI quickens its pulse without feeling too feisty. I liked the custom drive mode to let the suspension feel a little smoother, but even the sport setting wasn’t too firm when I gave the GTI a good flogging. The turbocharged engine doesn’t exhibit much lag at all, and the throttle response is steady and direct. Exhaust notes from the GTI aren’t the most inspired, but it’s not too boring either. I’d also like a bit more real noise from the tailpipe rather than some fake tones sneaking through the cabin speakers.

While most GTI buyers will opt for the DCT, to reduce the effort needed to motor around, VW still offers a slick-shifting manual for the purist. Being an analog driving experience fan, I have no complaints with the dual-clutch ‘box in this Mk8 GTI, with a stubby little shifter like Porsche uses for the 992 with a PDK. Hooked up to an electronically-controlled limited-slip differential that adds to grip and confidence in the corners, the front-wheel-drive GTI doesn’t exhibit the usual torque-steer twitch typically felt in front-drive cars equipped with a mechanical LSD. When providing quick steering inputs, the Mk8 feels smooth and precise, as one would expect from this iconic hot hatch. Brake feel was a bit on the soft side, but never did I feel like the GTI wasn’t equipped with enough braking power to control and scrub speed as needed.

VW threw a ton of suspension upgrades at the Mk8 GTI, and compared to the Mk7 I love, this new generation feels more compliant yet easier to stuff into a fast bend. 225/40/18 H-rated Pirelli P Zero All Season rubber is definitely the limiting factor in truly unlocking the fun times behind the wheel of the Mk8 GTI. Damping is great, considering the S and SE trim levels stick with traditional dampers. If you want adaptive dampers, you’ll have to spend a bit more cash for the Autobahn trim, which also gets leather seats and a few other comfort upgrades in the cabin, but the 19-inch wheels wrapped with summer performance tires are a big advantage. Craving the ultimate performance from your hot hatch? VW still offers a Golf R variant that packs 315 horsepower and all-wheel-drive.

The Popular Hot Hatch Improved, But It Isn’t Perfect

With a history spanning generations of loyal buyers, VW continues to satisfy the demand of an enthusiast driver with the new Mk8 GTI. This iconic hot hatch may be inching its way upmarket while increasing its price, but VW is still delivering a fantastic driving experience in a practical package. Not without gripes in the cabin, thanks to some button-less controls, the new GTI is still a wonderful successor to the Mk7 I praised. The challenge is that the GTI now has some great competition in the form of the Civic Si and Hyundai Veloster N.

Even though it’s down on power versus the GTI, I still prefer the handling dynamics of the new Honda Civic Si I tested, which had sharper steering feedback and more enjoyable sensations in quicker corners. Honda only offers the Si as a sedan, which gives the GTI one advantage in my eyes. The Si also has one of the best feeling shifters currently fitted to any new car, and costs $8,000 less than the GTI SE. With a price that sneaks up near $40,000, the GTI is pricing itself against Honda’s Civic Type-R, which is due for a new generation later this year. However you decide to spend your money, I can easily say you’ll still be happy opting for this new GTI.