VOLKSWAGEN Atlas 2024

Six years after its launch, Volkswagen has given the Atlas a second partial redesign for 2024. This time, the changes are not limited to aesthetics. The cabin boasts a major overhaul, while the popular V6 engine bowed out in favour of a new take on the four-cylinder already found in entry-level models. As yet, there is no electrified version of this mid-size SUV, which can seat seven or eight people, depending on the version.

That didn’t stop the automaker from slapping an extra $2500 on the price of its largest vehicle. What’s more, the basic Trendline trim has vanished. Consequently, the least expensive Atlas, called Comfortline, now retails for $53,145. For an additional $4000, the new Peak variant adds a number of interior features and styling touches in line with the trend for adventurous SUVs. The two most expensive variants break the $60,000 threshold, including the Execline we test-drove, priced at $63,145.

These prices put the Atlas in the average range for its class. While there are cheaper models with three rows of seats, such as the Hyundai Santa Fe, Kia Sorento, and Subaru Ascent, they’re not quite as roomy. If you’re interested in the Volkswagen, but only need five seats, then consider the Atlas Cross Sport and you’ll save $1130 on your bill.

Despite its German name, the Atlas is built in Tennessee.

If spaciousness is paramount in your search for an SUV, the Atlas should feature on your short list of contenders. This vehicle, sometimes overlooked, also lives up to Volkswagen’s reputation when it comes to driving pleasure, even though it’s not quite as dynamic as the Touareg it replaced. Alas, refinement continues to be lacking, both inside the cabin and when tackling degraded road surfaces. Perhaps we’ll have to wait for a real revamp before this issue is rectified.

Body, cabin and cargo space

The Atlas is the largest vehicle assembled by Volkswagen around its global MQB platform, apart from a minivan marketed in China. Although it’s shorter than some of its contemporaries, this doesn’t prevent it from boasting one of the roomiest cabins in the segment.

Aside from a minivan, only the Chevrolet Traverse and, to a lesser extent, the Honda Pilot, Hyundai Palisade, Kia Telluride, and Toyota Grand Highlander can so easily fit six adults or a flock of children in their booster seats. The wide opening of the doors and the efficient folding mechanism of the middle bucket seats provide easy access to the third row. As with all SUVs, the bench seat is low and lightly upholstered, nevertheless there’s plenty of room.

The Atlas also stands out for its huge cargo space, graced by a low, perfectly flat floor when the rear seatbacks are folded down.

However, the hard, thin plastic walls can wear out very quickly if care is not taken. Volkswagen continues to use this cheap covering throughout the cabin, including in the rear doors and on the lower half of the dashboard. You’d expect better from a vehicle over $60,000, even if some contrasting trim and soft materials do try to save the day.

Likewise, the new control layout leaves much to be desired. The Atlas is now equipped with the same “unifying” multimedia system as the Golf GTI, Golf R and ID.4, which brings nearly all the vehicle’s functions together on a single screen—not only entertainment and navigation, but also air conditioning and driver assistance.

The display resolution is excellent, as is that of the customizable screen displaying the instrument cluster. The main problem lies in the complex and confusing interface, as well as the very small number of redundant controls for the main functions. Worse still, these are only tactile rather than push buttons. On top of this, there’s a tiny electronic gear selector. As a result, one has to look away from the road for the slightest interaction, creating a significant distraction.

Safety

Safety features

• Antilock brakes with electronic brake-force distribution and brake assist
• Stability and traction control
• Hill-start assist
• Hill descent control (in Off-Road mode)
• Front airbags
• Front side airbags
• Side curtain airbags
• Front seat belts with pretensioners
• Six or seven adjustable headrests (adjustable for side seats in the first two rows, retractable for other seats)
• Backup camera
• Tire pressure monitor
• Forward collision warning
• Automatic front emergency braking with pedestrian and cyclist detection
• Lane departure alert with automatic steering assist
• Lane-keeping assist
• Adaptive cruise control
• Blind-spot monitoring system with automatic steering assist
• Rear cross-traffic alert with automatic braking
• Automatic high beam (standard on Highline and Execline, not available on other versions)
• Front and rear parking sensors with automatic rear emergency braking and surround-view cameras (standard on Execline, not available on other versions)

Crash test results

National Highway Traffic Safety Administration

Insurance Institute For Highway Safety

Visibility

Visibility is decent to the front and to the sides, but would be even better with larger side windows and mirrors. Electronic blind-spot monitoring partly compensates; however, only the Execline version features surround-view cameras and parking sensors.

Headlights: The dual LED headlights scored top marks from the Insurance Institute for Highway Safety, despite illuminating too short a distance in gradual left bends. Only the Highline and Execline versions feature automatic high beam, a feature commonly found on many vehicles less expensive than the Atlas..

Mechanical overview

The Atlas introduces no structural changes for 2024. The unibody platform is still connected to the ground by the same independent suspensions as it has been since the start of the series.

As a matter of fact, this year’s novelty is mostly centred on the powertrain department. The largest of the Volkswagen models joins many other mid-size SUVs that have discarded their traditional V6 engines in recent years. Even though the Atlas’s engine emitted a rousing tune, it was sorely lacking in momentum at low throttle. Thus, the engine had to be revved to achieve good performance, with an adverse effect on fuel consumption in the city.

All models now come with one of the most powerful versions of the corporate turbocharged 2.0-litre four-cylinder. It lacks 7 horsepower to match the V6’s 276hp, but makes up for it with torque that’s just that much greater and, above all, fully accessible from 1600rpm. In the V6’s case, this peak muscle was only available at 3600rpm.

The latest version of the four-cylinder engine is more powerful than the one previously fitted to entry-level models, while boasting a virtually identical city-highway fuel consumption rating of 11.2L/100km. Also, unlike its predecessor, it doesn’t need premium fuel to achieve its full glory.

Our winter trip, about 75% of which was on the highway, resulted in an actual fuel consumption of 11.5L/100km. Hardly enough to aspire to the top of the segment, but a little better than the 12L/100km recorded when we road-tested a six-cylinder model in similar conditions.

Neither the eight-speed automatic transmission nor the all-wheel drive have undergone any changes. The four-wheel-drive system is reactive, relaying up to half the power to the rear wheels when front grip is insufficient. It works closely with stability control, which has the capacity to brake individual wheels.

On top of that, six driving modes can be selected, including Snow and Off-Road. Our favourite? The Individual program, which allows you, for example, to tighten the steering while avoiding the hyperactivity of the gearbox in Sport mode.

Driving impressions

Full disclosure: between a turbocharged four-cylinder and a V6, we would almost always pick the latter for its superior smoothness and refinement. Besides, these attributes are generally achieved with no actual penalty at the pump, regardless of what Natural Resources Canada’s ratings may predict.

In the case of the Atlas, we’re all in favour of abandoning the V6. The new engine certainly lacks the singular exhaust note and proverbial smoothness of Volkswagen’s famed VR6s, a family of engines whose two banks of cylinders are only 15 degrees apart rather than the usual 60. However, it manages to deliver a distinctly sharper response at low and medium throttle, typical of the manufacturer’s supercharged four-cylinders.

This results in a better-flowing ride than before, especially in urban environments. Quick access to maximum torque spares repeated shifting of the once overworked transmission. Is that why it seemed smoother to us?

There’s one thing for sure: this lively, harmonious powertrain is a perfect match for the dynamic handling. A five-metre SUV may never be as nimble as a Golf GTI, but the Atlas is more than capable of taking on most of its rivals in a succession of turns. In fact, only the Mazda CX-90 and Ford Explorer are as good at managing the motions of their bulky bodies.

A precise, direct, and somewhat communicative steering also adds a dose of pleasure in the backcountry, while providing remarkable directional stability. The brakes also stand out for their firm and progressive pedal, coupled with a sufficient level of power for this type of vehicle.

However, our sample exhibited a contagious ailment in the industry, that of unnecessarily oversized rims. Who really needs 21-inch wheels with barely any sidewalls for a family car? We would have gladly sacrificed their proud allure to avoid some of the stiffness associated with the Atlas on bumpy roads.

For those who don’t fancy an 11-speaker audio system, a head-up display or real leather seats, choose a Comfortline or Peak model to get an 18-inch wheel-tire package. As a bonus, you’ll save a good deal on the price of winter or replacement tires!

Other highlights

Soundproofing: noisy engine under acceleration, especially when the electronic sound amplification is set to maximum. Adjusting this setting to the Eco position reduces the inconvenience. Tire noise at cruising speed is poorly filtered.

Driving assistance: adaptive cruise control that’s fairly quick to react when a lane clears in front of the Atlas. Volkswagen doesn’t allow you to opt for conventional cruise control in its latest products, including this revised Atlas. Well-calibrated lane-keeping assist, which helps avoid the ping-pong effect between lines on the road.