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2022 Mercedes-Benz CLS Overview

by | Apr 9, 2021 | 0 comments

2022 Mercedes-Benz CLS Overview

The third-generation Mercedes-Benz CLS goes on sale this fall — raising the red mist for irrational sales behavior

2022 Mercedes-Benz CLS coupe-sedan side view.

The new CLS 450 4Matic will go on sale in the U.S. this fall, 2021. (Photos courtesy of Mercedes-Benz)

BY MARK MAYNARD

The debut of the shapely Mercedes-Benz CLS “coupe” sedan supercharged the luxury segment in 2004. Fans and followers paid up to get one and when the rear end had those three little initials — AMG — it was a pheromone of red mist for irrational sales behavior.

The second-generation, 2012 CLS had its first major redesign, mostly meet newly mandated European pedestrian crash safety standards. The sleek slope of its nose was bobbed to blunt the seriousness of injuries to wayward people in crosswalks.

2022 Mercedes-Benz CLS coupe-sedan driver area.

The CLS was technologically updated last summer.

Its original, overarching sleekness came from the Vision CLS concept. The exterior styling now is more abrupt, but its overall fastback stance delivers a clear message of a style icon.

To date, more than 4 million Mercedes-Benz CLS models have been sold all over the world, including more than 450,000 CLS models since the first-generation launch. China was the largest sales market for the CLS Coupe in 2020, followed by South Korea, the U.S., and Germany.

Its design and sportiness were the top reasons most frequently cited by customers for buying the CLS, says Mercedes-Benz.

2022 Mercedes-Benz CLS coupe-sedan front seats.

Choices of leather seat upholstery have two new color combinations.

Third Generation

The new Mercedes-Benz CLS 450 4Matic will go on sale in the U.S. in the fall of 2021. It brings sharpened and sportier design, Mercedes-Benz says.

2022 Mercedes-Benz CLS coupe-sedan front passenger seat.

The interior will have two new trim finishes.

AMG-Line styling components are standard elements of the interior and the cabin was upgraded with more leather and trim combinations. A new-generation steering wheel has a two-zone sensor pad in the steering-wheel rim. Sensors on the front and back sides of the rim register whether the driver’s hands are on the wheel.

The optional Driver Assistance Package includes Active Distance Assist DISTRONIC and Active Steering Assist. The new-generation steering wheel uses capacitive touch to detect the driver’s hands.

the new-generation steering wheel.

The new-generation steering wheel in the ercedes-Benz CLS.

A comprehensive refresh last summer updated the MBUX (Mercedes-Benz User Experience) multimedia system and enhanced driver assistance systems.

AMG style elements include a specific front bumper with an A-wing in black, AMG sill trim on the side, a front splitter in silver chrome, sporty, air intakes with vertical bars, and aerodynamically shaped “flics” in high-gloss black.

The mild-hybrid engine.

At launch, the CLS 450 4Matic will have a mild-hybrid powertrain.

The 19-inch light-alloy wheels have two new designs: 5 twin-spoke or multi-spoke rims. The 20-inch, high-gloss AMG multi-spoke light-alloy wheels have two new bi-color choices of  Tremolite Grey or High-Gloss Black.

The new radiator grille with Mercedes star has a three-dimensional star pattern and a high-gloss black louver with chrome inlay. Starling Blue Metallic is a new paint color.

The rear end view

Starling Blue Metallic (shown) is a new paint color.

The Mercedes-Benz CLS interior will have two new trim finishes, including an optional Open Pore Brown Walnut and High-Gloss Grey Wood. New choices of leather seat upholstery are Neva Grey and Magma Grey and Sienna Brown and Black.

Mercedes-Benz CLS Powertrain

At launch, the Mercedes-Benz CLS 450 4Matic will have the mild-hybrid powertrain of a 362-horsepower, 3.0-liter inline six-cylinder gasoline engine. It integrates a second-generation starter-generator and a 48-volt electrical system. Power ratings are up by 21 hp with up to 184 foot-pounds of electric boost. Peak torque of 369 lb.-ft. spans 1,600-4,000 rpm. Engine efficiencies include energy recovery and “glide,” which allows the engine to switch off at highway speeds to save fuel and emissions.

A sleek side view.

China was the largest sales market for the CLS Coupe in 2020.

Driver-Assist Features

  • Active Brake Assist: Using autonomous braking, this standard safety feature can prevent a collision or reduce its severity in many situations. At typical city speeds, the system is able to brake for stationary vehicles and pedestrians in crosswalks and can even prevent collisions, depending on the situation. With the Cross-Traffic function (part of the Driver Assistance Package), Active Brake Assist also functions when making a turn across the oncoming lane.
  • Active Speed Limit Assist: Among the Driver Assistance Package, Active Speed Limit Assist reacts to speed limit changes using map data and input from Traffic Sign Assist. A route-based speed adjustment can reduce the vehicle speed before detected curves, roundabouts and toll booths, as well as before turning or exiting the highway. If the driver activates Active Distance Assist DISTRONIC with distance-based speed adaptation, the CLS can even respond to data from Live Traffic Information.
CLS front view.

Design is the most frequently cited reason that customers buy the CLS.

  • Active Stop-and-Go Assist: Maintains car-length distances up to approximately 37 mph, helpful in highway traffic jams when lane markings are detected. The vehicle can restart automatically up to one minute after coming to a stop. On highways, at speeds less than 37 mph, the vehicle monitors detected lane markings and applies “swarm intelligence” to take its bearings from vehicles in the surrounding area.
  • Automatic parking and exiting: A 360-degree camera makes it possible to enter and leave parking spaces automatically. When activated, the system will search for and select a parking space. And the system can now function autonomously to parallel and end-on park. The camera was enhanced to transmits a more realistic image to the media display, which includes an expanded side view.

Check current Mercedes-Benz CLS pricing and incentives here.

2021 Genesis GV80 Review

by | Feb 17, 2021 | 0 comments

2021 Genesis GV80 Review

The Genesis GV80 is a 5- or 7-seat carlike SUV that is a defining statement of luxurious refinement

The Genesis GV80 SUV

The GV80 is sold in rear- or all-wheel drive versions with a choice of two turbocharged engines. (Genesis)

BY MARK MAYNARD

Not every SUV-intender wants to climb every mountain, spool-up rooster tails in a desert pre-run or clip apexes on a road course in high-speed pursuit to define themselves or at least who they like to think they are.

Some SUV shoppers just want the spaciousness and comfort they once had in a large family sedan, which has joined the dinosaurs in an evolving world.

The front seat space has wide shoulder room and tall front headroom of almost 40 inches. (Genesis)

For them, there is the vital newcomer by a largely unrecognized brand, the Genesis GV80. The brand, a luxury spinoff from South Korean parent company Hyundai, actually launched in the U.S. in late 2016. But its debut vehicles were the G80 and G90 midsize and large sedans, which were largely overlooked by a lack of advertising, balky customer service and this country’s obsession with tall and large vehicles.

Those who did buy into the brand became fast believers. The cars were very well turned out with refined luxury and strong performance credentials. But always in the business plan was a lineup of SUVS: large, midsize, compact, “coupes” and electrified versions.

The 12.3-inch 3D instrument cluster recognizes the driver’s eyes. (Genesis)

Covid Delays

Due to COVID-19 related delays in the U.S, the logjam broke late last year with the debut of the redesigned large G80 sedan and the GV80 SUV, today’s tester.

This five- or seven-seat carlike SUV is a defining statement of elite luxury — at pricing that will send the luxury competitors back to their calculators.

The 14.5-inch, split-screen infotainment display does not interfere with the driver’s sightline. (Genesis)

GV80 Pricing

The Genesis GV80 is sold in rear- or all-wheel-drive versions with either a 300-horsepower, 2.5-liter turbocharged four-cylinder engine or 375-hp, twin-turbocharged 3.5-liter V-6, with standard AWD.

Both engines are paired with an eight-speed automatic transmission with paddle shifters and selectable driving modes of Comfort, Smart, Eco, Sport and Custom.

The GV80 2.5T (RWD or AWD) is offered in three trim levels with starting prices that range from $49,925 to $64,425.

The 3.5T is sold in four trim levels with starting prices of $60,175 to $71,975. All MSRPs include the $1,025 freight charge from Ulsan, Korea.

The center shift console has fresh function by using a low shifter dial and a large and flat dial for infotainment and other selections. (Genesis)

The top-line 3.5T Prestige tester was $72,375 with the two factory option packages (Advance and Prestige) and $400 for the gorgeous Adriatic Blue metallic paint.

Full package contents are listed in the specifications box at the end of the story.

The electronic climate system features capacitive touch controls with tactile feedback. (Genesis)

Genesis Warranties

  • 10-years/100,000-miles powertrain with enhanced roadside assistance and concierge services;
  • 3-years/36,000-miles of scheduled maintenance;
  • 3-years/36,000-miles of complimentary Genesis Service Valet care;
  • 3 years of free Genesis connected services;
  • 3 months of free SiriusXM satellite radio all access
  • 3 years of free annual multimedia and navigation updates and lifetime complimentary traffic data via HD+ Traffic radio.

And here’s the perk for which I’d pay extra: the free Genesis Service Valet for 3 years or 36,000 miles will perform a remote diagnostic check, pick up your vehicle, send a courtesy car and return your Genesis – cleaned and washed.

Find current Genesis GV80 pricing here.

In up-level models, soft materials cover every surface, from the inside of the door handles to the quilted knee pads along the console. (Genesis)

GV80 Safety Features

Among the 10 air bags is an active safety-first innovation, Genesis says. The front center air bag, located between the driver’s seat and center console, deploys in 0.3 seconds in the event of a side collision to help prevent the two front passengers from colliding with each other or with vehicle components. The feature is standard on all GV80 models.

Power lines above each wheel emphasize stance and presence. (Genesis)

Defining Features

The GV80 is not an original idea, but it is a fresh presentation of what was and what it could be for much wider range of motorists.

There is an eye for beauty in the exterior styling. The compelling design is lean, fit and balanced. The chassis lowers the body and the center of gravity for a wider cabin and secure drivability. Its 16.2-foot-long architecture sits confidently on its wheels, which neatly fill the arches. There are no replicated kinks, gimmicky bulges or Godfather jowls. Yet it is well adorned with chrome, an American staple.

Roof cross-members, transmission tunnel, front chassis extensions and parts of the rear structure are made of ultra-high-strength steel. The cowl, floor panels, rear wheel housings and other components are high-strength steel. For light-weighting, aluminum is used for the doors, hood and rear decklid, for a 90-pound savings. The top-line, all-wheel-drive tester weighs in at 5,084 pounds.

The 375-hp, twin-turbocharged 3.5-liter V-6 is paired with an eight-speed automatic transmission. (Genesis)

Genesis Attention to Detail

“The precise proportions and attention to every detail denote that GV80 is authentic to Genesis design principles,” said Hyundai Motor design chief Luc Donckerwolke.

Under the shapely exterior is a brain trust of advanced safety and driver-assist technologies. The so-called “machine learning” technologies merge, refreshingly for the user, without a fearsome curve of learning.

By activating the Smart Cruise Control and Highway Driving Assist (and its bank of camera and sensor arrays) the GV80 will steer, brake, corner, evade, warn the driver and find its way home.

And it can park itself, as you stand outside the vehicle, in spaces too narrow to open the door on exit.

While many of the highway steering-assist systems are still somewhat rudimentary in how they watch the road and make somewhat jerky connect-the-dots steering course. The GV80 has more refined and more-fluid steering calibrations. And while some systems will let the vehicle drift wide in sweeping corners — crossing the Botts dots or white lines — the GV80 held true to the arc, in my testing. And the guidance gave no random shut-offs, such as in bright sunlight or on California’s light gray concrete interstates, which confuse many of these systems.

Still, it is still a hands-on system, so don’t think you are in the rocking-chair position and can sit back and read e-mail.

The Prestige package ($6,600) includes 22-inch alloy wheels with Michelin Primacy all-season tires. (Genesis)

GV80 Interior Function

When a new house is built by a team that works as a united front, the plans are thorough to provide the function, details and strength to sell quickly in its segment. The GV80 is that house. It has the needed electrical outlets, storage areas, ergonomic comfort and fortitude for long-term ownership.

For me, it was love at first … user experience, in the 3.5T Prestige, which is the king of that castle. Think Audi interior, but with even more finesse, or Volvo XC90, but even more ergonomic.

The GV80’s full Nappa leather upgrade, quilted and meticulously stitched, is impressive and inviting to the touch. The microsuede upgrade is used extensively from the headliner to the roof pillars and beyond.

It is a completely soft-touch environment, with progressive treatments for wood-like graining and metallic trim elements. And the cabin is well soundproofed for the 21-speaker Lexicon audio system.

Driver sightlines are open over the shoulder and at the front corners (handily provided by small corner glass at the base of the windshield pillars and side mirrors, which stand out from the body.

With front headroom at almost 40 inches (with the panoramic sunroof) and a long 41.6 inches of legroom, there is a 16-way power driver’s seat with adjustable side bolsters and cushion extension and four-way power lumbar, massaging driver’s seat. The passenger has a 12-way power seat with four-way power lumbar. Both front seats are heated and ventilated. And the Advance package adds the Ergo Motion (massaging) driver seat.

Roomy Interior

The large-midsize cabin has plenty of real estate for prime placement of controls and storage areas, including purse-size capacity under the shift console. The broad center shift console has fresh function by using a low shifter dial and a large and flat dial for infotainment, audio and navi selections, without eyes leaving the road. There’s also a handwriting sensor pad in the dial, for those competent in writing and driving (not me). A generous e-bin, with a sliding cover, includes a wireless charging pad and a pair of charging USBs.

I liked the 3D electronic presentation of the 12.3-inch digital gauge cluster and it is of ideal width for the dual blind-spot view monitors, which trigger a rearview image for right or left turns, filling either the speedometer or tach dials.

The 14.5-inch touch screen atop the center dashboard has a low profile that is not subject to sunlight glare and it does not get in the way of the driver’s view. But it also has good width for the surround-view monitor, which includes front and overhead views. I am not precise when fitting between the parking lines, so the overhead takes away the guesswork.

The second row in the GV80

The second row has full temperature control, heated-ventilated window seats, and power recline. (Genesis)

GV80 Back Seat

Seating in the second row might be slightly more compact than some of the competition. But it is a gorgeous space (in the Prestige tester). Some of the features include ceiling-integrated flip-down vanity mirrors, full temperature control, heated and ventilated window seats, and power seat recline. There’s also a chauffeur-style power fore-aft adjuster for more legroom when needed.

The third-row option will be limited to the grandkids, with knee-crunching legroom of 30.3 inches.

There is plenty of cargo room for the long road trip. Fold the second-row seatback for about 6 ½ feet of board room. (Mark Maynard)

GV80 Cargo

There is plenty of cargo room for the long road trip. Fold a section of the 40/20/40 seatbacks for about 6 ½ feet of board space. The opening is wide at 45 inches by 43 inches with the back seat in position and 30 inches to the headliner. The roller covers stows neatly in its own compartment under the cargo floor.

Ride and Handling

The steering weight is light and steady, but controlled at high speed. You might be surprised at how this SUV pulls through a big cornering maneuver with a flat and calculated effort, with no complaining from the big Michelins. The turning circle of 39.3 feet is wide but not unwieldy when tooling the shopping mall parking wars.

At 2 ½ tons, it is comfortable with its weight. The electronically controlled suspension automatically adjusts to trim body movement and harsh hits to the tires and wheel. A new feature called Road Preview, and standard on the GV80 3.5T, uses the front-facing camera to sniff the road ahead to prepare in advance of speed bumps and potholes.

The ride quality can be lush but never wallowy, and helped by the broad contact patch of the 22-inch Michelin Primacy (265/40) all-season touring tires. Head-toss is low over chunks and bumps, but because of the ride height and heft, it is not as svelte as a large luxury sedan, such as the G80.

2 New Engines

Both gasoline engines feature a dual fuel injection system that combines direction injection and multi-port injection. Combining both improves fuel efficiency, performance and reduced exhaust emissions, Genesis says.

Fuel economy, using the recommended premium fuel, for the 2.0-liter engine is 21 mpg city, 25 highway and 23 mpg for rear-drive and 21/25/22 mpg for AWD.

The 3.5T AWD has ratings of 18/23/20. I averaged 19.5 mpg in combined city and highway driving, and the onboard computer indicated a long-term 18.8 mpg overall average. With the 21.5-gallon tank, there should be a cruising range of around 380 miles.

The mileage ratings are competitive with comparable versions of the Audi Q7, BMW X5 and Mercedes-Benz GLE. But the Bimmer and Benz squeeze out two to three more mpgs per category, and they have slightly larger fuel tanks.

Driver-Assist Technologies

The Genesis GV80 is fluent in machine learning technology and is a conduit for advanced systems you did not know were necessary.

The bank of advanced driver-assistance systems includes:

  • Highway Driving Assist II: This second-gen system now gives assist during lane change maneuvers — when the turn signal is used — and when other vehicles merge in front of you.
  • Smart Cruise Control with Machine Learning: A world first, Genesis says, that helps the car learn the driving characteristics of — and assist — its driver.
  • Forward Collision-Avoidance Assist: This system is intended to automatically stop the vehicle in certain situations where there is a risk of collision with an approaching vehicle detected on the left or right side of the intersection. The system may also help detect potential collision risks in certain situations where a pedestrian is sensed in close proximity to the vehicle while in motion, for example.
  • Lane Side: LS helps prevent side collisions when merging into another lane with the ability to see two lanes over.
  • Blind-Spot Collision-Avoidance Assist: BCA is essentially a Blind Spot Monitor that can alert the driver if a vehicle is detected in the driver’s blind-spot
  • Lane Follow Assist: LFA helps maintain vehicle position in the center of its lane by recognizing both lane markers and vehicles traveling ahead.
  • Lane-Change Oncoming: The so-called LO helps prevent collisions with vehicles in opposing lanes on non-divided highways or roads.
  • Junction Turning: JT automatically applies the brakes if an oncoming vehicle is detected in the opposite lane when making a left turn at an intersection.
  • Junction Crossing: JC automatically applies the brakes if a vehicle crossing from the left or the right is detected when entering an intersection.
  • Evasive Steering Torque Assist: ESA assists in avoidance maneuvers by applying steering torque once the driver has initiated steering input.
  • Rear Cross-Traffic Collision Avoidance-Assist: RCCA warns of vehicles coming from the left or right while backing up and automatically engages braking if a collision seems imminent.

Accolades

Genesis was ranked the No. 1 premium brand in the industry for the fourth consecutive year by J.D. Power’s 2020 Initial Quality Study and No. 1 overall in the J.D. Power 2020 Vehicle Dependability Study.

Consumer Reports ranked it the No. 2 brand in its annual 2020 Report Card.

And, the Insurance Institute for Highway Safety awarded all three 2020 Genesis vehicles — G70, G80 and G90 — with their highest rating of Top Safety Pick+. With those rankings, the company claims it is the only brand in the industry with an entire lineup that is rated a Top Safety Pick+.

Building the Brand

The genesis of Genesis goes back to the Hyundai Equus, the large, V8-powered sedan intended for the ultraluxury segment, competing with such established stars as the BMW 7-series, Lexus LS and Mercedes-Benz -Class. The U.S. model was heralded in 2009 at the Pebble Beach Concours d’Elegance, and was unveiled in 2010 at the New York Auto Show.

While stylistically and technologically competitive with the competing marques, the Equus was a dark horse in the race, and not widely accepted by the mainstream U.S. motorist. The well-turned-out product was bumping against a glass ceiling of perception: that Hyundai was a value brand, without the cache of prestige.

Some reviewers considered the Equus to be cut-rate luxury and were more comfortable with the familiar and accepted stars, as if this new model could never reach its zenith.

Seasoned Industry Professionals

But Hyundai’s leaders in Korea and the U.S. were betting otherwise and would establish an independent and elevated standalone brand. And a dream team of seasoned industry professionals were hired:

Luc Donckerwolke, former design director of Volkswagen Group’s Bentley, Lamborghini and Audi, is chief creative officer.

Mark del Rosso, former president of Audi of America, is CEO of Genesis North America.

Sang-Yup Lee, former designer of the Bentley Continental GT and C-6 Chevrolet Corvette, is head of design.

Filippo Perini, former Lamborghini head of design, is chief designer.

Peter Schreyer, formerly at Volkswagen and principal designer of the VW Golf, New Beetle and the Audi TT, is a president and heads design management.

Albert Biermann, former head of the BMW M performance division, oversees tuning and performance as executive vice president of performance development and high-performance vehicles.

Fayez Rahman, former development leader at BMW, is vice-president of architecture development.

Andrea Jensen, former designer at Škoda and Volkswagen, heads color and trim.

U.S company headquarters are in Fountain Valley, Calif., in the sprawling O.C. (Orange County). Vehicles are designed in Rüsselsheim, Germany; Namyang, South Korea, and Irvine, Calif. The vehicles are built in Ulsan, South Korea.

The GV80 SUV joins the lineup of G70, G80 and G90 sedans, with the slightly smaller GV70 SUV to follow later this year. (Genesis)

Why Buy the Genesis GV80?

Luxury should not be an IQ test to learn AI — Artificial Intelligence. Some of the other highly electronic luxury SUVs are intimidating to learn. Genesis smooths those learning curves with a glossy coat of empowering polish.

All of the GV80’s sophisticated displays, assist features and drivability work to lift the driver into an elevated ownership experience.

2021 Genesis GV80 AWD 3.5T Prestige

Body style: large, 5-seat, 5-door SUV

Engine: 375-hp, turbocharged and direct-injected 3.5-liter V-6 with idle stop-start; 391 lb.-ft. torque from 1,300-4,500 rpm

Transmission: 8-speed automatic with paddle shifters

Fuel economy: 18/23/20 mpg city/hwy/combined; premium fuel recommended

BY THE NUMBERS

Fuel tank: 21.1 gallons

Cargo space: 34.9-84 cu. ft. (11.6 cu. ft. behind 3rd row)

Front head/leg room: 40.2/41.6 in.

Rear head/leg room: 38.4/38.7 in. (3rd row: 34.3/30.3 in.)

Length/wheelbase: 194.7/116.3 in.

Width/height: 77.8/67.5 in.

Curb weight: 5,038 lbs.

Turning circle: 39.3 ft.

Max. towing: 6,000 lbs.

FEATURES

Standard equipment includes: Smart key locking and push-button ignition, Nappa leather, 21-speaker Lexicon Quantum Logic surround-sound audio system with satellite radio, 16-way power driver’s seat with adjustable side bolsters and cushion extension and 4-way power lumbar, massaging driver’s seat, 12-way power front passenger’s seat with 4-way power-adjustable lumbar support, heated and ventilated front seats, electric parking brake with auto hold, electronically controlled suspension with road preview, 22-inch 265/40 Michelin Primacy all-season touring tires and alloy wheels, tire mobility kit (in place of a temporary spare tire), carpeted floor mats, power back seat sunshades

Safety features include: 10 air bags, hill-start assist, stability and traction controls, blind-spot collision-avoidance assist with rear cross-traffic collision-avoidance assist, blind-spot view monitor, lane departure warning with lane keeping assist and lane following assist, forward collision-avoidance assist with pedestrian detection, lane-change oncoming, junction turning, junction crossing, lane-change side and evasive steering torque assist, parking collision-avoidance assist rear, forward attention warning

PRICING

Base price: $60,175, including $1,025 freight charge; price as tested $72,375

Options on test vehicle: Advance package, $5,200, includes full-leather upholstery, surround-view monitor and blind-spot view monitor, remote smart-parking assist, parking collision avoidance assist (rear), 21-speaker Lexicon audio system, head-up windshield display, power driver seat bolster and cushion extension, Ergo Motion (massaging) driver seat and heated second-row window seats

Prestige package, $6,600, added 22-inch alloy wheels with Michelin Primacy all-season tires, electronic limited slip differential, Nappa leather seating surfaces, microfiber suede headliner and roof pillars, 12.3-inch digital cluster, Road Active Noise Cancellation, power second-row seat recline-slide-cushion tilt, forward attention warning, power rear side window shades, ventilated second-row window seats, second-row vanity mirrors and power door closers.

Where assembled: Ulsan, Korea

VW Atlas Cross Sport Review

by | Feb 12, 2021

VW Atlas Cross Sport Review

Volkswagen applied just about everything to its rakish 2021 Atlas Cross Sport, but is it enough for it to stand out?

The VW Atlas Cross Sport

The midsize VW Atlas Cross Sport 5-seat SUV redistributes space for a wealth of back-seat and cargo space

BY MARK MAYNARD

Volkswagen’s new Atlas Cross Sport shares a rich bloodline that also underpins the Lamborghini Urus, Audi Q8 and Porsche Cayenne Coupe, if not other nameplates in the VW Group global family. Consider it the sporting alter ego to the three-row, seven-passenger Atlas SUV.

Using the footprint of the family-oriented Atlas, the Cross Sport adopts a shaved roofline with a styling slant at the rear with redistributed back seat space for a long 40.4 inches of legroom.

Compared to the full-size Atlas, the Cross Sport is 5.2 inches shorter with a roofline lowered by 2.2 inches. Front headroom is still tall at 39.4 inches with a long 41.6 inches for legs. And even the cargo space is fully functional at 40.3 cubic feet behind the back seat (stacked to the ceiling) and 77.8 cu. ft. with the 60/40 back seat folded.

An interior view out the windshield of the VW

The cabin has broad front shoulder room of 61.5 inches and tall headroom of 39.4 inches. (VW)

New for 2021

The Cross Sport was new for 2020 and received a few technology updates for 2021. The next-generation MIB3 infotainment system with wireless app-connect and multi-phone pairing is now standard on SE models and above. And VW’s newest driver-assistance features of Travel Assist and Emergency Assist were added to SEL models and above.

Travel Assist is a semi-autonomous driving system that when activated will steer, accelerate and brake the vehicle when driving on a divided highway. The system is good at lane centering, but, as with many of these semi-autonomous systems, the vehicle will drift wide along sweeping highway corners.

The electronic Digital Cockpit (gauge display) can be configured to include the navigation map. (VW)

Atlas Cross Sport Pricing

The Cross Sport is sold in eight trim levels — S, SE, SE with Technology, SE with Technology R-Line, SEL, SEL R-Line, SEL Premium, and SEL Premium R-Line — in front- or 4Motion all-wheel drive.

Starting prices range from $32,050 for the entry front-drive model to $51,220 for the top-line V6 SEL Premium R-Line 4Motion (today’s tester); pricing includes the $1,195 freight charge from Chattanooga, Tenn. The tester, in Aurora Red metallic paint ($395), was $51,615.

The bumper-to-bumper warranty (including powertrain) of 4-years/50,000-miles includes free maintenance for 2 years or 20,000 miles.

Standard equipment on all models includes power and heated side mirrors, LED headlights-taillights-running lights, 18-inch alloy wheels, six-way adjustable driver’s seat, rearview camera, 6.5-inch color touch screen and 11 cup holders.

Find Atlas and Atlas Sport lease and financing incentives here.

The seats are Euro firm and the seat bottoms will feel hard after a couple of hours on the road. (VW)

Cross Sport Safety Features

Among the standard VW Cross Sport safety features are six air bags, forward collision warning and autonomous emergency braking. In addition, there is pedestrian monitoring, a blind-spot monitor, and rear traffic alert.

The 2020 and 2021 Atlas and Atlas Cross Sport received NHTSA five-Star overall crash safety ratings.

The 276-hp, direct-injection 3.6-liter VR6 and eight-speed automatic is rated for towing up to 5,000 pounds. (VW)

Cross Sport Powertrains

Powertrain choices are either a 235-horsepower, turbocharged and direct-injected 2.0-liter four-cylinder engine or 276-hp, direct-injected 3.6-liter VR6. Both engines are paired with an eight-speed automatic transmission.

Fellow car critics say the turbocharged 2.0-liter engine will be adequate for most needs. But those who tow will want the V-6. And there’s not much incentive to go for the four.

The 2.0-liter has fuel economy ratings of 21/24/22 mpg and nearly the same with AWD at 20/24/22 mpg.

The V-6 has EPA ratings of 18/23/20 mpg front-drive or 17/23/29 mpg AWD, using premium fuel for maximum power, but 87 octane is acceptable. In highway driving, I worked up to 24.2 mpg, but around-town mileage was typically between 15-18 mpg. The 19.5-gallon tank should provide commuters around 400 or more miles before refueling.

The big sunroof in the Cross Sport

There is chauffeur-class appeal to the second row. (VW)

Cross Sport Interior Function

The SEL Premium cabin is well stocked with creature comforts and useful technologies, which made it easy to forgive the liberal use of black plastic in lower areas; it’s tough looking but not with a cheap finish.

The SEL’s heated seats and steering wheel have three heat settings, which I’d not seen before on a steering wheel. The e-bin on the shift console has two charging USB ports and a wireless pad, but the pad was fussy for my iPhone 8 and wouldn’t function unless I removed its official Apple cover. The deep center armrest console hides another USB port.

I bonded with the lush rotation of the electric steering and how easily I trolled the mall parking in search of a space. The official turning circle is 40.5 feet, but it seems much tighter as the big SUV curls easily into parking slots. The wide-screen camera with an overhead view is helpful when parking, but a front view would be more helpful.

There is solid assembly and contemporary styling elements to the interior, despite the liberal use of black plastic in lower areas. (VW)

Steel-slab security

There is a strong sense of steel-slab security in the architecture. There is a generous space inset from the doors, which is functional as crush space in a side impact.

Sightlines are somewhat complicated by large side mirrors and the broad base of the windshield pillars, which are good for roof-crush standards — but the mirrors can block views of vehicles and pedestrians when turning at intersections. Over-the-shoulder views are unimpeded and I had no issue with seeing out the slimmer back glass.

The e-bin on the shift console has two charging USB ports and a wireless pad, but it was fussy for my iPhone 8. (VW)

After a couple of hours on the road, the seat bottoms will feel hard — so much so that I wanted to pull the wallet from my back pocket. The driver’s seat helps compensate with 10-way power adjustment, though I would have preferred some up-and-down adjustment to the lumbar. The passenger has an eight-way power seat.

The sliding visors have large coverage and there is equally large door-panel storage, with a large, locking glove box.

21-inch Pirelli tires on the Cross Sport

The all-season, 21-inch Pirelli Scorpion Zero tires roll quite smoothly. (VW)

Ride and Handling

There is bullish durability in how solidly the Cross Sport V-6 feels on the road and yet how deftly it managed the tester’s hefty all-wheel-drive curb weight of 4,484 pounds.

It is not quick in its handling and in standard drive mode the ride quality is soft, for a German-engineered SUV, with some bounding over intersection transitions, but it is comfortable. Switch to Sport mode and the shifts become aggressive (almost too much for in-town) and the suspension tightens significantly.

Braking is solid with four-wheel disc brakes, 13.2-inch vented rotors front and 2.2-inch solid rear rotors. The all-season, 21-inch Pirelli Scorpion Zero tires (265/45) have a wide footprint and roll quite smoothly.

Cross Sport back seat

The long doors ease access to the second row. (VW)

Cross Sport Back Seat

There is damn-nice back-seat space accommodations that are almost too nice for children. No parent has the arm length to reach back to subdue squabbles. There is a limousine-class 40.4 inches of legroom and a slightly cropped 37.8 inches of headroom with just a low hump at the transmission tunnel. The seatbacks recline and there is generous two-level stash space in the door panels. There are a pair of vents in the rear of the console, but no fan speed or temp controls.

The back seats, which recline, have 40.4 inches of leisurely legroom. (VW)

There is lots of black plastic and the leather isn’t a showpiece but the tester’s window seats were heated and have a perforated back and cushions. The pull-down armrest has cup-can holders and there are two charging USBs and a 150-watt 115-volt household plug.

Cargo Area

There is a tall lift-up to the cargo floor, which has huge cubic footage behind the second row — 40.3 to 77.8 cu. ft. with the back seat folded. The space is 47 inches wide by 46 inches deep with a height-challenged 29 inches to the headliner.

Cargo space is 47 inches wide by 46 inches deep with a height-challenged 29 inches to the headliner. (VW)

Why Buy the Atlas Cross Sport?

Way back in the 1990s, carmakers would offer two-door versions of their midsize SUVs as the sportier variant. Those short-wheelbase models didn’t fare well in evasive maneuvers or ride quality. Today, the trend is the more rakishly styled five-door SUV variant with the sloped roof to make it look sporty. Basically, it’s an ego purchase in which the buyer pays more and gets less (space) for a still-functional format.

For $51k, the topline V-6 SEL Premium R-Line, is loaded with desirable features and details, but it is not without its quirks. Elements as simple as floor mats and a cargo area roller cover are options, $105 and $180. Its fuel economy is among the lowest among the towing-capable competitors (including the Chevrolet Blazer, Jeep Grand Cherokee, Ford Explorer or Honda Pilot), but its good German engineering is an engaging separator.

But it might not be stylistically different enough from the seven-seat Atlas to be a convincing purchase.

A top-line seven-seat Atlas SEL Premium comparably equipped to the Cross Sport tester works out to be about $1,000 less. But the seven-seater also has the option for second-row captain’s chairs ($695), which are not offered for the Cross Sport.

VW might be missing out on not offering an “Executive Black” seating format and promoting the Cross Sport as the prestigious dressed-for-success SUV.

A rear view of the Atlas Cross Sport

There is bullish durability in how solidly the Cross Sport V6 feels on the road. (VW)

2021 Atlas Cross Sport V6 SEL Premium R-Line 

Body style: midsize, 5-seat, 5-door AWD SUV

Engine: 276-hp, direct-injection 3.6-liter VR6 with auto stop-start at idle; 266 lb.-ft. torque at 3,500 rpm

Transmission: 8-speed automatic with 4MOTION permanent all-wheel drive with four performance modes

Fuel economy: 17/23/19 mpg city/hwy/combined; premium preferred for peak power but 87 octane recommended

BY THE NUMBERS

Fuel tank: 19.5 gallons

Cargo space: 40.3-77.8 cu. ft.

Front head/leg room: 39.4/41.6 in.

Rear head/leg room: 37.8/40.4 in.

Length/wheelbase: 195.5/117.3 in.

Curb weight: 4,484 lbs.

Turning circle: 40.5 ft.

Tow capacity: 2,000 lbs. or 5,000-lbs. with tow package ($550)

FEATURES

Standard equipment includes: smart-key locking and push-button ignition, power tilt-and-slide panoramic sunroof, heated and ventilated front seats, 10-way power driver’s seat, 8-way power front passenger seat, 17 cup holders, heated rear (window) seats, electric parking brake, Digital Cockpit (gauge display), power (heated) side mirrors with turn signals, Park Assist with steering assistant, park-distance control front and rear with tones, rearview camera with overhead view, 8-inch touch screen display for navigation-audio-apps, 12-speaker Fender premium audio system with satellite radio, Climatronic dual-zone cabin temperature control, e-bin with 2 USB charging ports and wireless pad, manual lift-up rear window sunshades, ambient cabin lighting, lighted and covered vanity mirrors with sliding visors, stainless-steel pedal covers, 21-inch wheels with 21-inch Pirelli Scorpion Zero tires (265/45), LED headlights-taillights-fog-running lights, trailer hitch, R-Line bumpers-badging-trim, rain-sensing wipers with heated nozzles

Safety features include: 6 air bags, engine-brake assist and electronic differential lock, hill hold and hill-descent control, automatic post-collision braking

IQ.Drive features: Travel Assist (semi-autonomous driver assist), adaptive cruise control with stop-and-go, Lane Assist lane-keeping system, semi-automated Emergency Assist, forward collision warning and autonomous emergency braking and pedestrian monitoring, Active Side assist (blind-spot monitor) and rear traffic alert

PRICING

Base price: $51,220, including $1,195 freight charge; price as tested $51,615

Options on test vehicle: Aurora Red Metallic paint $395

Where assembled: Chattanooga, Tenn.

Warranty: 4-years/50,000-miles includes the powertrain and free maintenance for 2-years or 20,000 miles.

2022 Nissan Frontier Pickup Overview

by | Feb 4, 2021 | 0 comments

2022 Nissan Frontier Pickup Overview

Third-generation 2022 Nissan Frontier is about the same size as before and with a standard V-6 powertrain

A front view of the2022 Nissan Frontier

2022 Frontier midsize pickup has been completely redesigned and re-engineered. (Photos courtesy of Nissan)

By MARK MAYNARD

Nissan just released details today on the 2022 Pathfinder SUV and Frontier midsize pickup.

As said senior VP for Global Design for Nissan Motor Co. Alfonso Albaisa in the video presentation: “The Frontier has been around for a while.”

It had become the elder of midsize pickups, with the second-gen model on sale since 2005.

The interior of the new Frontier pickup

Standard Zero-gravity front seats.

The new Nissan Frontier is about the same size as before but a complete re-engineering with some exterior styling cues from Nissan’s full-size Titan pickup. Look for its “brutally vertical face” and interlocking-style grille.

It will debut with a simplified build order. There is one powertrain choice of a V-6 engine and a nine-speed automatic transmission. As before, there will be rear- or four-wheel drive. And there will be two body-style configurations of King Cab and Crew cab, in short- or long-wheelbase lengths.

The AroundView camera system in the Nissan Frontier

The AroundView camera system includes an off-road front view.

Pricing was not announced today, but don’t expect it to be far off from the Chevrolet Colorado, Ford Ranger, or Toyota Tacoma. Find Nissan pricing here.

Frontier fundamentals

An overhead view of the Frontier bed

King or Crew Cab body styles.

The driver area

With a digital dashboard.

Nissan Frontier Powertrain

  • 310-hp, direct-injected 3.8-liter V-6; 281-lb.-ft. torque;
  • 9-speed automatic transmission with 7-position drive mode, with tow mode;
  • 4WD with high and low gearing transfer case;
  • Top payload: 1,610 pounds – 2WD

The back seat Dimensions

  • Standard wheelbase (SWB): 210.2 in.;
  • Overall length: 210.2 in. SWB; 224.2-in, LWB;
  • Width: 73 in.

Bed

  • Length: 59.5 in. for SWB Crew Cab S/SV; 58.9 inches for PRO model; 73.3 in. – LWB Crew Cab and standard King Cab
  • Width: 61.4 in. (at C-Channel);
  • Depth: 19.4 in.

Trim levels

  • King Cab: S, SV – 2WD or 4WD;
  • Crew Cab: S, SV – 2WD or 4WD;
  • PRO-X (2WD only), PRO-4X (4WD only)
  • Crew Cab long wheelbase: SV 2WD, SV 4WD

Frame and suspension

  • Heavy-duty fully boxed ladder frame;
  • Double-wishbone front suspension with twin-tube shock absorbers; overslung rear multi-leaf with a solid axle;
  • 6,720-lb. maximum tow capacity;
  • 16- or 17-inch wheel packages with tires sizes of 265/70R16, 265/65R17 or 265/70R17

Safety features

  • 8 airbags
  • Standard Intelligent Forward Collision Warning;
  • Optional Traffic Sign Recognition and Nissan Safety Shield 360 on every trim

Other details

Around view monitor with an off-road front view; an optional 9-inch display screen; 4-liter center console capacity; Zero-gravity front seats; electric power steering; digital dashboard; head-up display; Apple CarPlay and Android Auto, with optional wireless versions.

A side view of the new Frontier

The new Nissan Frontier is about the same size as before.

2021 Nissan Rogue review

by | Jan 29, 2021 | 0 comments

2021 Nissan Rogue review

Family hustle, family hub

The “all-new” 2021 Nissan Rogue, in front or all-wheel drive, has starting prices of $26,745 to $37,925. (Photos courtesy of Nissan)

Table of Contents

Overview
Pricing
Design
Powertrain
Fuel Economy
Ride and Handling
Safety Features
Cargo and back seat space
Why buy the Nissan Rogue?
Specifications

BY MARK MAYNARD

It takes a rogue to survive in the cutthroat segment of compact SUVs, of which there at least a dozen in this arena. The Nissan Rogue had long been among the top three to six sellers, but its luster dimmed as the competitors were renewed.

The hierarchy will shuffle again with the complete redesign and re-engineering of the 2021 Nissan Rogue. Everything about it is new, Nissan says, from the platform, powertrain, rear multi-link suspension, electric steering system, safety, and driver-assist technologies, and exterior and interior styling. Also new is a top-line Platinum model.

Competitors include the Ford Escape, Chevrolet Equinox, Jeep Cherokee, GMC Terrain, Honda CR-V, Hyundai Tucson, Kia Sportage, Toyota RAV-4, Mazda CX-5, Mitsubishi Eclipse Cross, Subaru Forester, and VW Tiguan.

The interior design offers “family hub” utility with a premium presence.

Nissan Rogue Overview

The Rogue is all about the modern family, Nissan says, and refers to the new interior layout as the “Family Hub.”

Much design and engineering detail went into the family-friendly format.

  • More attentive engineering allows all doors to open to nearly 90 degrees. That extra space is especially helpful when buckling a child into a car seat.
  • Door panel bottle holders can hold a 32-ouncer;
  • Four charging USBs and a new wireless charging pad;
  • The new electronic shifter eliminates mechanical elements under the shifter, which allowed storage space under the new “floating” center console.
  • Standard safety technologies include the Nissan Safety Shield 360 and 10 airbags.

The new “floating” center console.

Nissan Rogue Pricing

The Nissan Rogue is sold in four trim levels (S, SV, SL, Platinum) in front- or all-wheel drive with one choice for engine and transmission. Front-drive starting prices range from $26,745 to $36,525. AWD pricing ranges from $28,145 to $37,925.  All MSRP pricing includes the $1,095 freight charge from Smyrna, Tenn.

The front-drive SL tester was $33,480 with one accessory for floor mats and a cargo mat ($385).

Look here for deals and incentives.

The shift console is a hub of function for charging.

Rogue Design

While still in the compact segment, Nissan considers Rogue more of a midsize.

The footprint is about the same as before but 1.5 inches shorter with a roofline lowered by 0.2 inches. The wheelbase and width are the same, at 106.5 and 72.4 inches. But headroom is a hair shorter, at 39.2 inches with the moonroof. And front legroom is 1.5 inches shorter, at 41.5 inches. The front shoulder room grew by a half-inch, to 57.1 inches, which helps the cabin feel open.

Unlike some swoopier SUVs in the segment, the Nissan Rogue has a roomy, more squared-off cabin. That format helps for unobstructed sightlines at the side mirrors and over the shoulder. Though the back glass might seem cropped, it is a rectangle that fills the rearview mirror. The around-view monitor on the SL is very enabling with an overhead view, front and rear.

All controls and switches are smartly arranged and simple to access.

The interior materials won’t be confused with a luxury vehicle, but the woven headliner and plastics have an appealing appearance and the panels fit with precision. The test vehicle was “preproduction” (an early run through the factory), for which I will blame the vibrations in the side mirror on the passenger side; the driver-side mirror was tight.

But for a $34K sticker price, I would have expected a wireless charging pad to be included. It is a $250 option for the SL.

Aerodynamics

The exterior styling, with the so-called “floating roof,” has the desirable qualities that define an SUV without the contrived angles and posture to create a “look.”

Integrated into the design are stealth aerodynamic features, such as the “3D” tire deflectors in the lower front fascia, an active grille shutter to control airflow into the engine compartment, special A-pillar shaping, underbody covers to manage airflow under the vehicle, and an “air curtain” that directs air from the front to the sides of the Rogue.

Rogue Powertrain

The 2.5-liter four-cylinder is the same displacement as before but with new engineering to add direct injection, which replaces multiport. The secret sauce of DI added another 11 horsepower, now at 181 hp. Torque is up by 6 foot-pounds, which peaks 800 rpms lower at 3,600 rpm for a quicker takeoff from a stop.

Automatic stop-start at idle is expected to be added later, but with this powertrain’s high fuel economy it will not be missed.

The Xtronic continuously variable automatic transmission was updated with paddle shifters and Eco and Sport modes (in addition to the Standard drive mode).

The 2.5-liter four-cylinder now with direct injection.

Rogue Fuel Economy

Fuel economy ratings are about the same but 1 mpg better in the highway mode: 26/34/29 mpg city/highway/combined, on 87 octane. AWD models are rated 26/34/29 mpg. (That’s comparable to the Toyota RAV4 XLE FWD at 28/35/30 mpg.) With the 14.5-gallon tank, it wouldn’t be difficult to have a range of 450 miles.

I worked up to 33.7 mpg in extended highway driving and averaged 24-28 mpg around town while driving in standard mode, not Eco.

The larger displacement four-cylinder without turbocharging provides a balanced ratio of power to fuel economy that should handily accommodate most buyers.

Rogue Ride and Handling

The new suspension design, including a new multi-link rear, might have the smoothest ride quality of the competitors. It steps across speed bumps and driveway transitions without whiplash to occupants.

The 19-inch Bridgestone Alenza tires (235/55) complement the well- soundproofed interior, but they spool up noise on concrete highways.

While most owners won’t push the limits of adhesion, soaring through a sweeping exit loop will bring a smile. And there is confident control in evasive maneuvers.

Driver Assist Features

Nissan’s proprietary ProPILOT Assist is among the more accurate for lane-centering on the interstate or divided highways. But keep both hands on the wheel because the system (like most others) will switch off briefly and randomly in certain conditions. And driving into bright sunlight can cause the Rogue to drift ever so slightly across the white lines or Botts’ dots before correcting course.

ProPILOT Assist with Nissan’s door-to-door navigation system adds another layer of watchful protection. Using map data, the system can proactively reduce speed for upcoming freeway curves or junctions and also help slow the vehicle for freeway exits.

Safety Features

Safety Shield 360 technologies include automatic emergency braking with pedestrian detection, blind-spot warning, rear cross-traffic alert, lane departure warning, and rear automatic braking.

Optional technologies include intelligent cruise control and the ProPILOT semi-automatic driver-assist system with blind-spot intervention and traffic sign recognition. It is included as part of the Premium package or standard on the Platinum.

Plan on spending another $39 a month for the data plan to use these advanced-driver-assist features. But once you’ve experienced them, you won’t wonder “What’s the speed limit here?”

Tire-wheel sizes range from 17-, 18- or 19-inches.

Cargo and Back Seat Space

The back seat is a comfortable place to spend time, particularly with the pano roof. There is another half-inch of back seat legroom (38.5 in.) and rear headroom grew by 1.2 inches.

Total cargo-area capacity grew by 4 cubic feet, now at 74 cu.ft. Space behind the back seat is slightly smaller but still haul-worthy at 36.5 cu. ft. Nissan’s nifty Divide-N-Hide cargo floor in the low position provides almost 5 inches more load space. The space is 45 inches wide by 32 inches to the ceiling and 35 inches deep. Fold the back seat for 6 feet of length. Release levers are a convenient detail.

The Divide-N-Hide cargo floor.

With all the new changes, and with an aluminum hood and doors, the Rogue’s weight grew by about 60 pounds across the trim levels/ Curb weights range from 3,411 to 3,512 pounds. The SL weighs 3,490 pounds.

A remarkable engineering feat was how 2.2 feet were sliced from the turning circle, now at 35.4 feet, which makes it a doughnut champ on a city street. The “floating roof” design.

Why buy the Nissan Rogue?

With the SL’s safety and driver-assist features, this Rogue will see children through their teen driving years and beyond.

The SV model is the value choice of trim levels ($28,435 FWD). But adding the niceties of the SV package, $2,660, brings the price to $31,095. The SV package adds family-friendly features of roof rails, a power liftgate, dual-panel panoramic moonroof, rear sunshades, leatherette upholstery, leather-wrapped steering wheel, heated front seats, and a heated steering wheel.

It is refreshing that Nissan cared enough to push the budget to do it right the first time. They won’t have to make excuses later.

 Specifications

2021 Nissan Rogue SL

Body style: compact, 5-seat SUV

Engine: 181-hp, direct-injection 2.5-liter 4-cylinder; 181 lb.-ft. torque at 3,600 rpm

Transmission: Xtronic CVT with manual shift mode, paddle shifters, and Eco and Sport modes

Fuel economy: 26/34/29 mpg city/hwy/combined; 87 octane

BY THE NUMBERS

Fuel tank: 14.5 gal.

Cargo space: 36.5-74.1 cu. ft.

Front head/leg room: 39.2*/41.5 in. *41.1 w/o moonroof

Rear head/leg room: 37.8/38.5 in.

Length/wheelbase: 183/ 106.5 in.

Curb weight: 3,490 lbs. (SL model)

Turning circle: 35.4 ft.

Tow capacity: 1,350 lbs.

FEATURES

Standard SL equipment includes: smart key locking and push-button ignition, leather-trimmed upholstery, Around View camera system, Intelligent Cruise Control with full speed stop and go, ProPILOT Assist, 8-way power (heated) driver seat, 4-way power (heated) front passenger seat, reclining and heated 60/40 back seat, power panoramic moonroof, leather-wrapped and heated steering wheel, 6-speaker audio system with 8-inch color display with NissanConnect, Apple CarPlay and Android Auto, Bluetooth phone and audio, 2 charging USBs (Type A, Type C), 2 rear charging USBs, Siri Eyes Free, electric parking brake, power (folding) mirrors, 19-inch alloy wheels

Safety features include 8 airbags, hill-start assist, brake assist, Intelligent Trace and Active Ride controls, automatic emergency braking with pedestrian and cyclist detection, Intelligent Forward Collision Warning and Lane Intervention, lane-departure warning, blind-spot warning, and rear cross-traffic alert,

PRICING

SL Base price: $33,095, including $1,095 freight charge; price as tested $33,480

Options on test vehicle: floor mats and cargo mat $385

Where assembled: Smyrna, Tenn.

Warranties: 3-years/36,000-miles bumper to bumper with roadside assistance; 5-years/60,000-miles powertrain

2021 VW Arteon 2.0T Review

by | Jan 22, 2021 | 0 comments

2021 VW Arteon 2.0T Review

Mild redesign fills in gaps for 2021 VW Arteon in its second model year 

A front view of the 2021 VW Arteon

The 2021 VW Arteon has starting prices of $38,190- to $48,190, in front- or all-wheel drive. (Mark Maynard)

BY MARK MAYNARD

There is a unique presence to the driving characteristics of a German-engineered car. It telegraphs a message of confident control, which is present in a VW or a BMW — and it is an engaging spirit to just go out and drive. The redesigned 2021 VW Arteon is just such a purveyor of driving solidarity.

The large-midsize fastback Arteon is luxury-class but not luxuriously gilded. The VW Arteon debuted in the U.S. in 2019, but it barely caught the attention of SUV-hungry buyers.

Even I wasn’t overly excited about the first Arteon, but the speed-updating refresh for the 2021 model has made a vast improvement in subtle ways.

The European brands have improved their “large” or “executive” sedans, which are more of an American midsize but a few inches bigger all around. Consequently, there are few available choices, including the Acura TLX, Kia Cadenza, Nissan Maxima, and Toyota Avalon.

The Arteon driver area with Nappa leather upholstery

Standard SEL Premium equipment includes Nappa leather. (VW)

New for the VW Arteon

The refreshed Arteon features more refined front-end styling, Volkswagen says, with a redesigned cockpit. The interior has an updated dashboard design, décor trims, and Volkswagen’s Digital Cockpit. The all-new MIB3 infotainment system includes an updated navigation system and wireless app-Connect.

VW Arteon R-Line models were updated with a light bar in the grille and 30-color interior ambient lighting, wireless phone charging, and enhanced driver assistance technologies.

Other new technologies include:

  • Travel Assist, standard on R-Line models, for partially automated hands-on driving from 0 to 95 mph.
  •  Emergency Assist, also standard on R-Line, can bring the vehicle to a stop if the driver is incapacitated, or not keeping hands on the steering wheel.

And there are three new paint colors of Oryx White Pearl, Kings Red
Metallic and Lapiz Blue Metallic.

A look at the Arteon's contemporary interior styling

The cabin has a contemporary, coupe-like presence. (VW)

2021 VW Arteon Pricing

Sold in three trim levels in front- or 4Motion all-wheel drive, all VW Arteon models have a 268-horsepower, turbocharged and intercooled, direct-injection 2.0-liter four-cylinder engine. The transmission is an eight-speed Tiptronic automatic, with manual shifting.

Starting prices range from $38,190 for the front-drive SE, $42,790 for the SEL R-Line (plus $1,800 for 4Motion) to $48,190 for the SEL Premium R-Line with standard AWD; MSRP pricing includes the $1,195 freight charge from Emden, Germany.

All models feature 18-inch aluminum-alloy wheels, full LED headlights and an electronic adaptive suspension (DCC). Safety technologies include rear traffic alert, automatic post-collision braking system, forward-collision warning with autonomous emergency braking, side assist (blind-zone monitoring), and pedestrian monitoring.

Today’s tester is an SEL Premium R-Line 4Motion, $48,585 with one option for King’s Red paint, $395. VW’s warranty coverage of 4 years or 50,000 miles, includes the powertrain, with roadside assistance for 3 years or 36,000 miles.

Find current VW Arteon pricing here.

The Arteon's panoramic sunroof

A panoramic power sunroof is standard on SEL R-Line and SEL Premium R-Line models. (VW)

VW Arteon Architecture

The Arteon is now VW’s flagship sedan, though the company considers it a grand tourer. And as an architecture partner with Audi, there is some sharing of elements but without all the luxury content.

The R-Line cabin has a sporty coupe-like presence with contemporary design and horizontal lines to accentuate width.

Front headroom of 37.9 inches (with the sunroof) should accommodate those 6-foot-5 inches. And there is long front legroom of 41.6 inches. The R-Line front sport seats are firmly supportive with long thigh support. But the seats also have serious side and cushion bolsters for those drivers who push the limits of cornering.

Sightlines are clear at the side mirrors and down the hood, but the smallish back glass and sloped sides can be an issue. When parking, the wide-screen rearview camera with guidance lines enhances visibility.

Ergonomics and access to controls are smartly arranged with an easy-to-use 8-inch touch screen. As VW has stepped up to add more charging USBs, its wireless charging pad is a struggle to use. It occupies a shallow tray just ahead of the gearshift lever and it requires slender fingers to slip in a phone or pull it out, but it beats the tangle of a charging cord.

The 12.3-inch-wide digital gauge display (trickle down from Audi) is useful for its selectable elements, such as the navigation map as background or to highlight a digital speed readout or gear position.

Small storage areas include large door panels with space for bottles.

The Volkswagen Digital Cockpit (gauge array)

The Volkswagen Digital Cockpit (gauge array) is now standard. (VW)

VW Arteon Performance

The 268-hp spools up quickly for responsive acceleration with dependable passing power at 65 mph. Programmable driving modes can finesse the power and suspension settings. I frequently used Sport to keep the power on edge, but it can feel too edgy around town.

With 258 foot-pounds of torque at 1,950 rpm, few drivers would wish for a V-6. And with a potential driving range of more than 500 miles to a tank, a diesel option becomes unnecessary.

A look under the hood reveals elements of robust construction, including the plastic and rubber lines and rust-resistant connectors.

The Arteon 2.0-liter 4-cylinder engine

All models have a 268-hp, turbocharged 2.0-liter four-cylinder engine.  (Mark Maynard)

The eight-speed automatic has an electronic differential lock to keep AWD power flowing before wheel slip is detected. And there was no noticeable hesitation or electronic distraction in routing power four ways.

Fuel economy ratings of 20 mpg city, 31 highway and 24 mpg combined have improved an mpg or two since 2019, but premium fuel is required. I easily worked up to 33.9 mpg on an 80-mile highway run and continued at 24 to 26 mpg in combined driving. Oddly, front-drive models have an 18.2-gallon tank vs. 18.3 for AWD.

The AWD curb weight of 3,955 pounds (3,686 lbs. FWD) is husky and a little heavier than the competition.

VW insists the turning circle is 39 feet, but in my experience of making U-turns at my house, the arc seems more like 36 or 37 feet.

The Arteon’s drag coefficient of 0.29 is aerodynamically slick, which helps the long body slip through the air with little ruffling. Cabin soundproofing seems to have improved, too, at highway speeds with less wind and engine noise, and tire harshness.

The 20-inch Continental ProContact TX grand-touring tires, with a high treadwear rating of 500, can feel hard, but this application is well fitted for the Arteon.

The Arteon's gearshift console

The wireless charging pad, just ahead of the shifter. (VW)

Semi-autonomous driving

The addition of Travel Assist enables partially automated hands-on driving from 0 to 95 mph. The system works well to keep the vehicle centered in the lane, but like many systems, the guidance struggles to maintain the space when driving into direct sunlight on washed-out concrete highways (like all of them in California). And when the car crosses the line, the system blames the driver and gives a warning tone.

Arteon Ride and Handling

The chassis feels extremely rigid and secure, which helps the standard electronic damping system provide sharp, flat cornering. The ride quality is compliant but firm without jolt (or chin scraping) over lumpy intersections. The system manages the suspension rebound and compression at each wheel to adaptively adjust the damping force, Volkswagen says.

Braking is quite capable from 13.4-inch vented front discs and 12.2-inch solid rear rotors.

The tire and wheel package for the R-Line Arteon

The R-Line has 20-inch Continental ProContact TX touring tires. (VW)

Arteon Back Seat

Access to the back seat is a bend-and-drop sequence, but legroom is grand-touring comfortable at 40.2 inches — and the window seats have adult thigh support. The tall but narrow transmission tunnel helps center-seat legroom, but the window seats are far more comfortable. There is one 12-volt plug and one charging USB.

There is a fold-down armrest and ski pass-through to the cargo area, which is wide and deep (40 inches by 45 inches wide). Fold the seatback for about 6 ½ feet in length.

Back seats in the sedan

The Arteon’s long wheelbase allows generous rear legroom, at 40.2 inches. (VW)

The Sedan Dilemma

Federal fuel mandates have compromised the typical midsize sedan, once the top-selling mode of transportation. With the ever-steeper regulations to meet fuel economy and air-quality standards, the family sedan had to be made lighter, lower for improved aerodynamics and powered by mostly small-displacement, turbocharged engines.

As engine technologies improved to adequately move the basic sedan (weighing 3,200 pounds and more), it is the lower rooflines and lower stance that have taken away the user function from a midsize.

It is easy to track buyers’ migration from low and restrictive to the more upright SUV, in any size category. But SUVs are heavier than a sedan, do not get the same fuel economy and they cost several thousands more. And, of course, buyers want four-wheel drive, whether needed or not.

The opened cargo space of the liftback.

The wide and low cargo area spans 27.2 to 56.2 cubic feet. (VW)

Why Buy the VW Arteon?

While an SUV is an appliance, valued for its view from the inside outward, the Arteon has a sophisticated presence, seen from the outside in.

It is the purposeful and balanced German engineering that is the unspoken asset of the Arteon. It is a soaring grand tourer, built for 100 mph continental cruising and arriving at your destination with impeccable style.

Drivers will value its cabin size, power, and nimble footprint for the long term.

A rear side view of the sedan.

The word “Arteon” is taken from the Latin word “artem,” which means art. (VW)

2021 Volkswagen Arteon 2.0T SEL Premium R-Line 4-Motion

Body style: large midsize, 5-seat liftback sedan

Engine: 268-hp, turbocharged and direct-injection 2.0-liter 4-cylinder; 258 lb.-ft. torque at 1,950 rpm

Transmission: 8-speed automatic with 4Motion all-wheel drive with drive modes

Fuel economy: 20/31/24 mpg city/hwy/combined; premium fuel recommended

SPECIFICATIONS

Fuel tank: 18.3 gal.

Cargo space: 27.2-56.2 cu. ft.

Front head/leg room: 37.9*/41.2 in.

Rear head/leg room: 37.1/40.2 in.

Shoulder room f/r: 56.5/54.7 in.

Length/wheelbase: 191.6/111.9 in.

Curb weight: 3,955 lbs. (3,686 lbs. FWD)

Turning circle: 39 ft.

FEATURES

Standard SEL Premium equipment includes: smart key locking and push-button ignition, electronic multi-mode adaptive suspension control, Nappa leather upholstery, digital (configurable) gauge array, rearview camera with overhead view, wireless phone charging, power tilt-slide panoramic sunroof, electric parking brake, 8-inch navigation touch screen, Harman Kardon audio system, power (heated) side mirrors), adaptive (turning) headlights, fog lights, 20-inch alloy wheels, automatic high-beam dimming, 3-zone touch electronic touch climate control, lighted cargo area with an adjustable floor and power liftgate

R-Line content, includes: leather-wrapped and heated steering wheel with redundant controls, special interior features and black headliner; R-Line style grille, bumpers and exterior trim; stainless steel pedal caps and driver’s footrest, Travel Assist (enables partially automated hands-on driving from 0 to 95 mph), Emergency Assist (can bring the vehicle to a stop if the driver is incapacitated, or not keeping hands on the steering wheel)

Safety features include: 8 air bags, Automatic Post-Collision Braking, Forward Collision Warning, Autonomous Emergency Braking, Blind Spot Monitor, Rear Traffic Alert, stability and traction controls, dynamic road sign display, park assist with park-distance control (front and rear), brake-force distribution and hydraulic brake assist, electronic differential lock, semi-automatic driving assistance, adaptive cruise control with stop-and-go, lane-keeping system, emergency assist

PRICING

Base price: $46,995, including $1,195 freight charge; price as tested $48,585

Options on test vehicle: King’s Red metallic paint $395

Where assembled: Emden, Germany

Warranties: 4-years/50,000-miles bumper to bumper including powertrain; 2-years/20,000-miles free scheduled maintenance; 3-years/36,000-miles roadside assistance