Latest from Car and Driver
Car and Driver
14 hours ago
- Automotive
- Car and Driver
USPS EV Trucks Are Still Funny-Looking, Now Harder to Kill Off
A new ruling by the U.S. Senate parliamentarian requires a supermajority to scrap existing U.S. Postal Service EV plans. There are 7200 EVs in the USPS fleet, with new replacements for the old fleet coming in at a split of 50/50 for EV and combustion power. The Oshkosh Next Gen delivery van has polarizing styling, but the mail carriers love it. The battle over the U.S. Postal Service's electrification plans had a new front drawn recently, with U.S. Senate parliamentarian Elizabeth MacDonough declaring that a supermajority vote would be required to scrap existing EVs and charging infrastructure. Currently, the USPS has purchased 7200 EVs and spent $500 million on charging infrastructure, and the tax and spending bill before Congress had been looking to overturn the electrification mandate set under the Biden administration. That mandate laid out provisions for a minimum of 45,000 electric delivery vans, with an additional 10,000 Ford E-Transit vans ordered on top of that figure. The USPS fleet of 160,000 delivery vehicles has been being replaced with a near 50/50 split between EVs and combustion-powered machines, and by next year the replacements would be all EVs. The original Grumman LLV delivery vans used by the USPS were an improvement over the buckboard Jeep DJs they replaced, but that replacement dates back to the 1970s. The Oshkosh Next Generation Delivery Vehicles might look like background traffic in a Pixar film, but they are a huge improvement for comfort and safety, and already beloved by mail carriers. Caleb Miller | Car and Driver Politics aside, electrification of mail delivery is one of the more easily planned fleet rollouts. A fire truck, ambulance, or other emergency service vehicle may service a particular area, but it doesn't have a set route. A mail carrier van runs the same path several times a week, so fleet managers can plot out service, charging times, and so on. Further, with all that stopping and starting, battery regeneration saves wear on brakes. Canada Post Canada Post's Morgan Olson C250e electric delivery truck. North of the border, Canada Post has been replacing and supplementing its fleet of hybrid Ford Transit vans with the Morgan Olson C250 (above). Available as the all-electric C250e, with a battery-powered driveline sourced from Rivian, this conventional step van isn't as radical-looking as the USPS Next Gen machine, but it serves the same purpose and is based on the same pragmatic reasoning. With a supermajority requirement in place, the USPS fleet replacement rules will likely generate further legislation around timelines, with more debate to be had. The USPS points out that simply canceling contracts, mothballing existing vehicles, and ripping up infrastructure would create considerable waste, some $1.5 billion lost. Scott Olson via Getty Grumman LLV trucks are outdated. Meanwhile, the era of the Grumman LLV simply can't persist. Especially in these hot summer months, the vans are too hot, too hard on mail carriers, and are built to 1970s safety standards. Whether pure battery EV, hybrid, or small-displacement combustion power, neither rain nor heat nor gloom of night nor political wrangling will stay the USPS fleet from its much needed modernization. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
Car and Driver
15 hours ago
- Automotive
- Car and Driver
Mercedes-AMG to Drop Four-Cylinder for Inline-Sixes and V-8s
Mercedes-AMG is preparing to phase out the plug-in hybrid powertrain that uses the M139 2.0-liter inline-four engine. Acknowledging that the four-cylinder "failed to resonate" with customers, the automaker's performance division will move forward with inline-six and V-8 engines. The four-cylinder PHEV setup is currently found in the C63 sedan and the GLC63 crossover, but has faced criticism from fans of the V-8 engines found in previous iterations of these AMG models. Mercedes-AMG is transitioning away from the four-cylinder plug-in hybrid powertrain and back towards the inline-six and V-8 powertrains more traditionally associated with the brand. That isn't to say that AMG had a change of heart concerning the merits of the four-cylinder powertrain, but rather that the automaker is responding to customer criticisms. "Technically, the four-cylinder is one of the most advanced drivetrains available in a production car. It's also right up there on performance. But despite this, it failed to resonate with our traditional customers. We've recognized that," a source at Mercedes told Autocar. The report says that the 671-hp plug-in hybrid powertrain will be phased out of the current C63 and GLC63 models, and that the M139 turbocharged 2.0-liter inline-four engine could also be dropped from other AMG models such as the SL43 in favor of an inline-six. We also know that AMG is moving forward with a new-generation V-8 engine, which will be used in 48-volt hybrid and plug-in hybrid applications. C/D also spoke with AMG chief Michael Schiebe at the reveal of the AMG GT XX electric concept car. Although Schiebe would not confirm the demise of the four-cylinder hybrid setup, when asked about this powertrain he said, "we need to cater to the demands of customers." He emphasized a "two pillar" strategy for AMG going forward, including the continuation of combustion engines such as the new V-8 and the new electric platform called that will underpin the production version of the XX concept sports sedan and an electric SUV variant to follow. AMG Hybrids Are Here to Stay Although the four-cylinder may be on its way out, Schiebe did say AMG remains committed to plug-in hybrids. "There are a lot of advantages of combining electric motors with combustion engines," Schiebe said. "We want to offer different kinds of drivetrain opportunities on the combustion side to our customers, so they can choose for whatever purpose they want to use the car." Mercedes-AMG M139 four-cylinder in the AMG C63 S E Performance Much of the criticism of the C63 and GLC63's powertrain was focused on the lackluster sound when compared with the symphony of a V-8. The M139 drew our ire for sounding "reedy" and "buzzy" in our test of the current C63. The C63's hybrid system also brings the car's curb weight up to nearly 5000 pounds, meaning it didn't provide a meaningful performance boost over its V-8 predecessor despite offering significantly more horsepower. Not long after the debut of the C63, which arrived in the U.S. for the 2024 model year, there were murmurs about the V-8 returning to this model as soon as 2026. AMG wouldn't confirm exactly when the four-cylinder will be phased out, telling Autocar that it will remain in production for the time being before "eventually" being replaced. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf. Read full bio Joey Capparella Deputy Editor, Rankings Content Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City. Read full bio
Car and Driver
15 hours ago
- Automotive
- Car and Driver
Cars' Forward Blind Zones Are Worse Now Than 25 Years Ago: Study
The Insurance Institute for Highway Safety has developed a new way to measure a driver's outward visibility from a vehicle. DOT researchers used the method to examine the change in what a driver can see out of multiple generations of popular vehicles produced over the past 25 years. The results show that, for the selected vehicles (Chevrolet Suburban, Ford F-150, Honda Accord and CR-V, Jeep Grand Cherokee, and Toyota Camry), the outward view has decreased. When we review a new vehicle, we pay close attention to how easy or difficult it is to see out of, and that information makes it into everything from road tests to comparisons to our buyer's guide. But even our exhaustive test regimen doesn't spit out a quantifiable value for outward visibility. The Insurance Institute for Highway Safety has a new method to look at what drivers can't look at, and the results of a DOT study using the method suggest that things have gotten worse over the past quarter-century. The IIHS came up with an easier way to repeatably measure and compare what a driver can see in a 180-degree forward-facing view out of a vehicle. The method involves a special portable camera rig that captures a driver's view. That image is then processed to determine what percentage of the road in a specified radius is visible, and what's blocked by the vehicle's A-pillars, hood, and side-view mirrors. The result is an aerial view of where the driver's vision is obstructed—the blind zone—as well as a percentage of the surrounding area that's visible. Previously, this task required either access to engineering drawings or a specially prepared area in which to take measurements. Researchers can also use lasers for this, but, according to the IIHS, that method doesn't capture zones blocked by side-view mirrors or the wide bases of a vehicle's A-pillars. For the study, researchers with the U.S. Department of Transportation's Volpe Center used the IIHS method to examine every generation of some popular vehicles sold between 1997 and 2023. The models chosen were the Chevrolet Suburban, the Ford F-150, the Honda Accord, the Honda CR-V, the Jeep Grand Cherokee, and the Toyota Camry. The analysis measured how much of a 10-meter radius is visible to a driver; this distance was chosen because that's approximately how much space a driver needs to react and stop when traveling at 10 mph. The study also measured visibility between 10 and 20 meters from the vehicle. The biggest model-specific difference was observed with the Honda CR-V. In a 1997 model, the researchers measured 68 percent visibility, while the 2022 came in at just 28 percent. In a 2000 Suburban, the study measured 56 percent visible area within the 10-meter radius, but in a 2023 model it was down to 28 percent. The study concluded that higher hoods on newer versions of both models had the biggest impact on outward visibility. The F-150 started out with low visibility (43% for a 1997 model) and also declined (36% for the 2015 version). The two sedans in the study saw the least regression: A 2003 Accord was measured at 65 percent visibility, with the 2023 close behind at 60 percent, and the Camry went from 61 percent for the 2007 model to 57 percent for a 2023. Results for visibility between 10 and 20 meters were mixed, with some improving and others decreasing over subsequent generations. The study also notes that, during the same time period, pedestrian and bicyclist deaths on U.S. roads increased dramatically—37 and 42 percent, respectively. While this is not conclusive evidence across the industry, the results from these representative vehicles suggest an overall decline in outward frontal visibility. The study also notes that, during the same time period, pedestrian and bicyclist deaths on U.S. roads increased dramatically—37 and 42 percent, respectively. There's likely at least some causation with that correlation, even when you consider the addition of features such as automated emergency braking that are meant to intervene and prevent such collisions. Anecdotally, it's pretty clear that it has gotten harder to see out of new vehicles over the years. We're now at a point where technology like digital rearview cameras is augmenting—or, in the case of the rear-window-less Polestar 4, replacing—what a driver can see from the helm. This, along with features such as blind-spot monitoring, seems to have emboldened designers to further shrink the glass on a vehicle and worry less about what parts of the body obstruct the outward view. While we welcome this new measurement technique developed by the IIHS, it's interesting to note that some of the group's own ratings may also play into this reduction in forward view. Enlarging A-pillars, along with increased use of high-strength steel, is one way automakers improve a vehicle's crash performance, especially in rollover testing. Those changes, of course, have the negative downstream effect of obstructing a driver's vision. The Volpe Center researchers conclude that this new measurement method shows promise, and they believe the trend of worsening outward visibility warrants further study. David Gluckman Contributing Editor Ever since David was a wee Car and Driver intern, he has kept a spreadsheet listing all the vehicles he's driven and tested. David really likes spreadsheets. He can parallel-park a school bus and once drove a Lincoln Town Car 63 mph in reverse. After taking a break from journalism to work on autonomous vehicles, he's back writing for this and other automotive publications. When David's not searching for the perfect used car, you can find him sampling the latest in gimmicky, limited-edition foodstuffs.
Car and Driver
15 hours ago
- Automotive
- Car and Driver
Hyundai Ioniq 9 vs. Volkswagen ID.Buzz Tested: 3-Row EVs Compared
The EV landscape is starting to offer variety for buyers looking for a versatile three-row vehicle. Previously, only a select few EVs could seat more than five people, but now there's a raft of entries in a variety of forms. Look at these two new options, for instance: The Volkswagen is a retro yet modern take on the old Microbus, while the Hyundai Ioniq 9 is a futuristic-looking SUV that now serves as the flagship of the Korean automaker's electric subbrand. They couldn't really look more different from each other, but they're competitors nonetheless thanks to their price points, intended missions, and specifications. For this test, we matched up the top dual-motor versions of these electric family-mobiles. The Volkswagen's optional 4Motion all-wheel-drive setup produces 335 horsepower, while the Hyundai's most potent setup has 422 horsepower. They may be priced like luxury vehicles, with both coming in above $70,000, but they are also equipped like them. The Ioniq 9's fully loaded Calligraphy trim has power-operated second-row seats, multicolor ambient lighting, a head-up display, and a Bose premium audio system. The we tested was also in its top trim, called Pro S Plus. view exterior photos Michael Simari | Car and Driver view interior Photos Michael Simari | Car and Driver Interior and Exterior Both vehicles have distinctive design themes inside and out. The is instantly recognizable both as a van and as a throwback, with its two-tone paint scheme, slab-sided bodywork, and chunky wheel designs. The Ioniq 9, meanwhile, incorporates the same pixelated motif as the smaller Ioniq 5 and Ioniq 6 models, with little squares found everywhere from the headlights to the center console to the steering wheel. Its shape is almost wagon-like, and the odd-looking rear end has Volvo-style vertical taillights. Inside, it's tough to choose between the two in terms of build quality and materials. The Ioniq 9 is plush and straightforward in its approach, with soft leather and interestingly textured inserts in the dashboard. It has a familiar set of easy-to-use controls and navigable screens for the gauge cluster and central infotainment display. The Buzz, meanwhile, is more kitschy thanks to its colored panels and an interesting mix of plastic and rubber materials. We don't prefer its user interface, as the touch-sensitive buttons on the steering wheel and the sometimes confusing infotainment menus don't make it simple to operate the radio or the navigation system on the fly. view interior Photos Greg Pajo | Car and Driver view interior Photos Greg Pajo | Car and Driver It's immediately clear, however, that the feels far more spacious inside. It's a minivan, after all, and the second- and third-row seats are more accommodating for adults. Even the third-row seats have a reasonably upright seating position with plenty of headroom. The Ioniq 9's second-row seats are quite comfy and feature lounge-style extendable ottomans in the top Calligraphy trim, but the functionality of this feature is questionable, as there's really only enough room for kids to be able to stretch their legs with the footrests extended. The Ioniq 9 has the advantage in terms of ease of cargo adaptability. The second- and third-row seats fold flat at the push of a button, creating a relatively expansive load floor. While the might appear to be a cargo-carrying maven on paper, the configurability of the seats is clunky. To collapse the seats, which don't fold flat into the floor, you have to pull various straps. Behind the third row is a false cargo floor with bins underneath that creates a flush surface with the folded third-row seatbacks, which is a bit of a weird solution. view exterior photos Michael Simari | Car and Driver Powertrain and Performance If the words "dual-motor, all-wheel-drive powertrain" are starting to sound repetitive, then you've probably been reading a lot about EVs. Both the Ioniq 9 and the use this ubiquitous setup, although there are notable differences in their performance. Although both models come standard with lower-powered single-motor, rear-wheel-drive configurations, the Ioniq 9's top dual-motor configuration has 422 horsepower, far more than the 335 horsepower. Hyundai Ioniq 9 Calligraphy HIGHS: Comfortable and quiet ride, strong acceleration, good EPA range, fast charging. LOWS: Third-row space is compromised, interior is too similar to cheaper Ioniq models, weird styling isn't for everyone. VERDICT: The Ioniq 9 delivers a complete package, with the range, features, and performance to please most buyers. Both test vehicles weigh over 6000 pounds, with the coming in at 6174 pounds and the Ioniq 9 at 6034 pounds. That makes them considerably heavier than conventional gas-powered minivans and three-row SUVs, but their electric motors are still powerful enough to provide snappy acceleration. The Hyundai is the hot rod of the two, getting to 60 mph in 4.4 seconds and running the quarter-mile in 13.1 seconds at 104 mph. The meanwhile, got to 60 mph in 5.5 seconds and ran the quarter-mile in 14.2 seconds at 97 mph. view exterior photos Greg Pajo | Car and Driver Despite being more powerful, the Ioniq 9 also holds the edge in terms of range. The EPA rates the Ioniq 9 at 311 miles and the at 231 miles. The Buzz delivered just 190 miles of range on our real-world 75-mph highway test, and while we haven't yet tested the Ioniq 9's highway range, we expect it to easily beat the Volkswagen's. Driving Experience The Ioniq 9 provides a cushier ride. This vehicle is supremely smooth and floats over bumps, while the Volkswagen rides firmly and transmits a bit more road texture into the cabin. Both are quiet and comfortable on the highway, with the VW letting in a bit of extra wind noise because of its blunt front end. view interior Photos Greg Pajo | Car and Driver view interior Photos Greg Pajo | Car and Driver Though neither of these family-mobiles is intended to be sporty, they don't completely keel over when you take them on a twisty road. As you'd expect from such a tall, upright vehicle, the exhibits plenty of body roll and managed only 0.80 g on the skidpad compared with the Ioniq 9's 0.88 g. One editor commented that "the Buzz is best when you drive it like an old Microbus." The Hyundai is more planted and doesn't feel like as much of, well, a bus. But we like the VW's steering better, as it's a bit more communicative and better weighted compared with the Hyundai's numb, light-effort helm. Volkswagen 4Motion Pro S Plus HIGHS: Charming personality, tons of passenger space, pleasant driving experience. LOWS: Annoying screens and controls, lack of cargo configurability, unimpressive range. VERDICT: The is the emotional play, with tons of charisma, but its feature content and range performance don't measure up. While driving the Ioniq 9 feels much like driving a Hyundai Palisade, only quicker and quieter, the has an entirely distinctive feel unlike any other modern vehicle. The high seating position and the view out the expansive front windows will be delightful to some and off-putting for others, but we count ourselves in the former camp. It's altogether nostalgic and charming and will put a smile on your face. view interior Photos Michael Simari | Car and Driver view interior Photos Michael Simari | Car and Driver And the Winner Is . . . The Hyundai Ioniq 9 is the logical choice between the two, and it takes the win thanks to its superior performance, intuitive user interface, and overall competence. Yes, the Hyundai costs more, but it has far more features than the Volkswagen and delivers more driving range and faster charging. It's the vehicle we'd want to live with every day. The on the other hand, is the irrational choice, as it tugs on our heartstrings but just isn't quite well equipped enough, versatile enough, or technologically advanced enough to keep up with its newer three-row competitor. Michael Simari | Car and Driver Want to see these vehicles' specs side-by-side? Check out the Hyundai Ioniq 9 & Volkswagen on our new compare tool. Compare Cars Specifications 2026 Hyundai Ioniq 9 Performance Calligraphy Design Vehicle Type: front- and rear-motor, all-wheel-drive, 6-passenger, 4-door wagon PRICE Base/As Tested: $79,090/$79,570 Options: carpeted floor mats, $245; CCS to NACS charging adapter, $235 POWERTRAIN Front Motor: permanent-magnet synchronous AC, 211 hp Rear Motor: permanent-magnet synchronous AC, 215 hp Combined Power: 422 hp Combined Torque: 516 lb-ft Battery Pack: liquid-cooled lithium-ion, 110 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 350 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 14.2-in vented disc/13.6-in vented disc Tires: Hankook Ion Evo AS SUV 285/45R-21 113V M+S Sound Absorber DIMENSIONS Wheelbase: 123.2 in Length: 199.2 in Width: 78.0 in Height: 70.5 in Passenger Volume, F/M/R: 58/61/37 ft3 Cargo Volume, Behind F/M/R: 87/47/22 ft3 Curb Weight: 6034 lb C/D TEST RESULTS 60 mph: 4.4 sec 100 mph: 12.0 sec 1/4-Mile: 13.1 sec @ 104 mph Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 4.6 sec Top Gear, 30–50 mph: 2.3 sec Top Gear, 50–70 mph: 3.0 sec Top Speed (gov ltd): 129 mph Braking, 70–0 mph: 173 ft Roadholding, 300-ft Skidpad: 0.88 g C/D FUEL ECONOMY AND CHARGING Observed: 62 MPGe EPA FUEL ECONOMY Combined/City/Highway: 85/91/79 MPGe Range: 311 miles 2025 Volkswagen Pro S Plus 4Motion Vehicle Type: front- and rear-motor, all-wheel-drive, 6-passenger, 4-door van PRICE Base/As Tested: $69,545/$72,035 Options: panoramic glass roof, $1495; two-tone paint, $995 POWERTRAIN Front Motor: induction AC, 107 hp, 99 lb-ft Rear Motor: permanent-magnet synchronous AC, 282 hp, 413 lb-ft Combined Power: 335 hp Battery Pack: liquid-cooled lithium-ion, 86 kWh Onboard Charger: 11.0 kW Peak DC Fast-Charge Rate: 200 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 15.0-in vented disc/13.0-in drum Tires: Continental ProContact TX10 F: HL235/50R-20 107T M+S + R: HL265/45R-20 111T M+S + DIMENSIONS Wheelbase: 131.1 in Length: 195.4 in Width: 78.1 in Height: 76.2 in Passenger Volume, F/M/R: 54/60/49 ft3 Cargo Volume, Behind F/M/R: 146/76/19 ft3 Curb Weight: 6174 lb C/D TEST RESULTS 60 mph: 5.5 sec 1/4-Mile: 14.2 sec @ 97 mph 100 mph: 16.3 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 5.4 sec Top Gear, 30–50 mph: 2.2 sec Top Gear, 50–70 mph: 3.3 sec Top Speed (gov ltd): 101 mph Braking, 70–0 mph: 174 ft Roadholding, 300-ft Skidpad: 0.80 g C/D FUEL ECONOMY AND CHARGING Observed: 78 MPGe 75-mph Highway Range: 190 mi EPA FUEL ECONOMY Combined/City/Highway: 80/87/74 MPGe Range: 231 mi C/D TESTING EXPLAINED Reviewed by Joey Capparella Deputy Editor, Rankings Content Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City. Read full bio
Car and Driver
a day ago
- Automotive
- Car and Driver
2026 Volkswagen Atlas Review, Pricing, and Specs
Overview The Atlas is Volkswagen's do-it-all family SUV, and it hits all the marks: An expansive three-row cabin layout provides plenty of acreage for seven passengers of any size to easily pile in and get comfortable, and its voluminous cargo hold and 5000-pound tow rating place the Atlas high on the utility scale. A 269-hp turbocharged inline-four engine sends power to either the front or all four wheels, delivering sufficient vitality for a big-body SUV. If there is one thing the Atlas lacks, it's panache. While the Atlas is relatively well equipped, rivals like the Kia Telluride and Mazda CX-90 offer better interior environs and more stylish sheetmetal. What's New for 2026? Volkswagen has tinkered with the Atlas twice in the last five years. Its 2024 facelift brought a substantial makeover and new standard features, including the swap to a 269-hp turbocharged inline-four powertrain. With that update still relatively fresh, the Atlas continues into 2026 mostly unchanged. The only new addition is the inclusion of a HomeLink mirror on SE with Technology and above trims, which allows certain smarthome features to be adjusted via integrated controls. Pricing and Which One to Buy The price of the 2026 Volkswagen Atlas is expected to start around $40,000 and go up to $55,000 depending on the trim and options. SE $40,000 (est) SE with Technology $44,000 (est) Peak Edition $49,000 (est) SEL $50,000 (est) SEL Premium R-Line $55,000 (est) 0 $10k $20k $30k $40k $50k $60k $70k $80k $90k We recommend choosing the Atlas SE with Technology and adding 4Motion all-wheel drive. This trim includes 20-inch wheels (the SE has 18s), a trailer hitch package, remote start, and USB charging ports for the third row. We'd also spec the second-row captain's chairs for the maximum in second-row comfort. Engine, Transmission, and Performance Every Atlas comes with the same engine: a 269-hp turbocharged 2.0-liter four-cylinder with 273 pound-feet of torque. It pairs with an eight-speed automatic transmission and either front- or all-wheel drive. Compared to the old 276-hp V-6 that powered 2023-and-earlier versions, the turbo 2.0-liter powertrain delivers improved throttle response, and the retuned transmission makes the engine feel like it has a little more pep in its step. The Atlas responds obediently to steering inputs but feels a little clumsy and unfocused when pushed quickly around corners. It's composed on the highway and reasonably nimble in the city with a ride that's generally smooth over all but the harshest potholes. Unfortunately, the minor updates to the Atlas don't transform its chassis into something as fun to drive as the Mazda CX-90. 0–60-MPH Times At our test track, an Atlas hit 60 mph in 7.3 seconds, which is quicker than the V-6-powered one we tested in 2018. Completing the quarter mile consumed 15.6 seconds, the Atlas crossing the traps with a speed of 92 mph. Top speed is an electronically limited 117 mph. View Photos Volkswagen Towing and Payload Capacity Almost every Volkswagen Atlas can tow as much as 5000 pounds with a trailer equipped with brakes. That's as good as the Toyota 4Runner and Subaru Ascent. SE with Technology trims and up include a standard trailer hitch; SE trims require an aftermarket hitch and are rated for a 2000-pound max. Fuel Economy and Real-World MPG The EPA hasn't released fuel economy information for the 2026 Atlas yet, but last year's front-wheel-drive model was good for 20 mpg city and 27 mpg highway. Opting for all-wheel drive dropped those estimates to 19 mpg city and 26 mpg highway. The Peak Edition trims were rated for 18 mpg city and 24 mpg highway. On our 75-mph highway fuel economy route, part of our extensive testing regimen, our all-wheel-drive 2024 Atlas test vehicle returned 25 mpg. Without any significant changes for 2026, the newest model should achieve similar results. For more information about the Atlas's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo Family-friendly interior space, a straightforward control layout, and an overabundance of cupholders make the Atlas a practical choice, even among other highly practical rivals. Plus, a third row of seats that can comfortably accommodate full-size adults is a definite win. The interior design of the Atlas is uncomplicated and utilitarian—perfect for families but less so for style mavens. The Atlas should accommodate just about anything a suburban family can throw at it, and there are plenty of thoughtfully placed storage nooks to stash small items. In our luggage testing, the Atlas impressed us by fitting four carry-on suitcases behind the third row and 38 behind the first, the same as the enormous Honda Pilot. View Photos Volkswagen Infotainment and Connectivity Regardless of trim, the Atlas comes well-connected and ready to entertain. A 12.0-inch infotainment touchscreen is standard and has Apple CarPlay and Android Auto capability, a six-speaker sound system, a wireless phone charging, and six USB-C ports with 45 watts of charging power. Unfortunately, it lacks the volume and tuning knobs that make operating the radio system easier. 2026 models with an active subscription to VW's Car-Net connected vehicle software will offer an available voice assistant powered by ChatGPT. Safety and Driver-Assistance Features The Atlas comes with a bevy of standard and optional driver-assistance technology. For more information about the Atlas's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard forward-collision warning and automated emergency braking Standard blind-spot monitoring and rear cross-traffic alert Available adaptive cruise control with a lane-centering feature Warranty and Maintenance Coverage Volkswagen provides an above-average limited warranty, but its powertrain coverage falls short of most competitors'. VW does sweeten the deal with complimentary scheduled maintenance that is similar to what Toyota offers. Limited warranty covers four years or 50,000 miles Powertrain warranty covers four years or 50,000 miles Complimentary maintenance is covered for two years or 20,000 miles Specifications Specifications 2024 Volkswagen Atlas SEL Premium R-Line 4Motion Vehicle Type: front-engine, all-wheel-drive, 6-passenger, 4-door wagon PRICE Base/As Tested: $53,805/$54,895 Options: second-row captain's chairs, $695; Aurora Red Metallic paint, $395 ENGINE turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection Displacement: 121 in3, 1984 cm3 Power: 269 hp @ 5500 rpm Torque: 273 lb-ft @ 1600 rpm TRANSMISSION 8-speed automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 13.2-in vented disc/12.2-in vented disc Tires: Bridgestone Alenza Sport A/S 265/45R-21 104T M+S Enliten DIMENSIONS Wheelbase: 117.3 in Length: 200.7in Width: 78.3 in Height: 70.4 in Passenger Volume, F/M/R: 61/53/39 ft3 Cargo Volume, Behind F/M/R: 97/56/21 ft3 Curb Weight: 4630 lb C/D TEST RESULTS 60 mph: 7.3 sec 1/4-Mile: 15.4 sec @ 92 mph 100 mph: 17.7 sec Results above omit1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 7.8 sec Top Gear, 30–50 mph: 3.9 sec Top Gear, 50–70 mph: 4.9 sec Top Speed (gov ltd): 117 mph Braking, 70–0 mph: 170 ft Roadholding, 300-ft Skidpad: 0.84 g C/D FUEL ECONOMY Observed: 21 mpg 75-mph Highway Driving: 25 mpg 75-mph Highway Range: 460 mi EPA FUEL ECONOMY Combined/City/Highway: 21/19/25 mpg C/D TESTING EXPLAINED More Features and Specs
