Now, selling SUVs to Americans was as simple as peddling lemonade. Nothing caught on. Over 14 decades, VW has provided fewer than 400,000 copies for view; of these 2 variations in total, consider that Honda sold nearly 360,000 CR-Vs only last year.
VW today appears to be overcompensating using the Atlas. Its name seems suitably daring (and easy to announce); it is huge, with a nearly 200-inch interval making for a cavernous seven-seat indoors; and it looks blocky and trucky–somewhat like the Ford Explorer, the present earnings pioneer. Contrary to the Ford, the VW has. The Atlas’s inside is airy and open, with oodles of room for legs, feet, and elbows three rows in each.
There is no arrangement from the Honda Pilot, but the Atlas is one of the carriers. The seat has room for adults and, even when pumped to its position, is padded. The row is simple to get to a purpose. And, outside of the area for the sixth and seventh passengers, what is more striking is that the Atlas’s third-row seats don’t induce adults’ bodies into places that are awkward. The cushions are big enough that your knees will not be on your torso, along with the backrest angle is comfy even.
We aren’t astounded at Volkswagen’s packaging acumen, assuming that the Atlas derives its own bones out of VW’s MQB point that’s utilized in VW and Audi products. While we would not go so far as to say that the Atlas drives like a Golf, it will share a sense of solidity that we have come to expect from Volkswagen.
Ride quality is sublime, using a structure that soaks up impacts wheel control, and just the perfect amount of compliance. The trade-off for this ride quality, unsurprisingly, is a substantial amount of body roll; even though pushed, nevertheless, that the Atlas stays secure and predictable, turning in 0.84 gram around the skidpad and halting from 70 miles at a competitive 174 feet. This six-cylinder is elegant enough to forgive its own sluggishness, with an automatic transmission which performs changes, throttle tip-in, and levels of sound, vibration, and harshness.
Luxurious explains the Atlas’s cost in its SEL Premium form, which slides in under $50,000. If $50,000 to get a Volkswagen seems to swallow, recall that SUVs from Chevrolet, Ford, and Dodge are expensive. With a few cheap plastics found in wood and the door panels on the dashthe Atlas’s interior quality reminds us less of this glistening Euro-centric Golf and much more of the cheapened cottages of the North America–generated Jetta and Passat.