by Steve Schaefer | Apr 11, 2018 | All-Wheel Drive, AWD 30 MPG Club, MPG, Plug-In Hybrids, Test Drives
A Toe in the EV Water
The Countryman is the largest of the four Mini models and is also the brand’s only all-wheel drive offering. Now, it’s also Mini’s first electrified model sold to consumers. It received major changes for its second generation, which was introduced in stages last year.
While Mini’s EV excitement is focused on the upcoming all-electric small hatchback, the 2018 Mini Countryman Plug-in Hybrid offers a taste of electrification to urban folks. They’ll find what plug-in hybrids (PHEVs) are known for—electric commuting during the week and unlimited travel on the weekends. That’s better than a regular hybrid, which has no plug, and combines a gasoline engine and electric motor to improve fuel mileage ratings.
2018 Mini Countryman Plug-in Hybrid
PHEVs offer varying amounts of battery power. The Countryman’s 7.6-kWh lithium-ion battery, which hides under the rear seat, provides an EPA-rated 12 miles of all-electric range. That’s low on the list, as most other PHEVs offer EV ranges from the teens and twenties to as much as 53 miles in the Chevrolet Volt. That makes a difference on how much pure electric driving you can do.
Almost All the Way to Work
My Melting Silver Metallic test car, for example, got me about two-thirds of the way to/from work before the petrol began to flow. I dutifully plugged in at each end, and fully charged the small battery overnight on 120-volt current at home or by lunchtime on the 240-volt Level 2 ChargePoint chargers at work.
The Countryman cleverly delivers all-wheel drive by placing a 134-horsepower 1.5-liter gas engine up front, driving the front axles, and an 87-horsepower electric motor in back, driving the rear ones. The total system horsepower is 221, and 284 pounds-feet of torque, enough to send the Countryman from 0-60 in a satisfying 6.8 seconds. The system switches back and
The big center display
forth based on road conditions to provide extra traction when needed.
Naturally, how you drive determines how long your battery power will last. You can also use three different settings to configure how it’s used. In AUTO eDRIVE, you get pure electric driving up to 55 mph, and the gas engine kicks in when needed (or when the battery is depleted). In MAX eDRIVE, you can drive in pure electric mode up to 78 mph (illegally), with the engine dropping in only if you exceed that. The SAVE BATTERY mode uses the engine only, keeping the battery charged above 90 percent for use later, for example, in town after a long freeway trip, where the EV mode is most effective.
Like most PHEVs, the 2018 Mini Countryman’s instrument panel provides some feedback on energy use and regeneration. A gauge on the left has a Power section, when the energy is flowing out of the battery, and a Charge section below it for when coasting or braking is generating power. The eBoost area of the dial shows when the motor is working with the engine for maximum performance.
The Numbers Are Good
The EPA gives the 2018 Mini Countryman Plug-in Hybrid ALL4 ratings of 65 MPGe for Electricity + Gasoline, and 27 mpg for when it’s using gas only. I averaged 35.5 mpg during my test week.
The Countryman is just slightly bigger than the new Clubman, making it the largest Mini ever (a Maxi?) The main differences between the two big Minis are the Countryman’s all-wheel-drive capability, and its 4.6-inch taller stance.
A wide-track Mini
The new Countryman is also larger than its predecessor. It’s 8.1 inches longer on a 2.9-inch longer wheelbase, which translates into substantially increased rear legroom. It’s 1.3 inches wider, which adds up to two inches of shoulder room. Despite these increases, the car is still relatively compact, although the efficient space utilization makes it technically a midsize car per the EPA.
Since the brand re-emerged in the US in 2002 with its all-new Cooper hardtop (hatchback), it has appealed to people looking for motoring joy with a side of quirkiness. The large central dash display now holds audio and other information rather than the speedometer, but it has colors that react to settings changes. It still features toggle switches for windows and even the ignition.
The Final Numbers
The Countryman is assembled in Born, Netherlands, and contains half German parts (thanks to its BMW parent company), including its engine. The six-speed automatic transmission is Japanese.
My test car, with several options, including the $500 paint color, came to an even $40,000, including destination charges. The base price is $36,800.
The 2018 Mini Countryman Plug-in Hybrid will surely win over its traditional audience—stylish urban folks who want a slightly taller and roomier crossover vehicle with the Mini charms—and a small nod towards environmentalism. The EPA assigns the car just a 3 for Smog, but a commendable 8 for Greenhouse Gas. If you have a 10-mile commute, you could be driving the Mini as an EV all week.
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Disclosure:
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
by Larry E. Hall | Apr 5, 2018 | All-Wheel Drive, AWD 30 MPG Club, Gas Misers, MPG, Test Drives
Adventurous Spirit Packed With Value
By Lynne Hall and Larry E. Hall
Subaru has long stood by the horizontally opposed engine to power its cars. While proven to be reliable, it had a reputation for just so-so fuel economy. That changed a few years back, and the all-new 2018 Crosstrek continues in Clean Fleet Report’s All-Wheel Drive 30 MPG Club – with 33-mpg highway/27 city/29 combined when equipped with a continuous variable transmission (CVT). (Choose the manual shifter and fuel economy drops to 29 highway/23 city/25 combined.)
Introduced as a 2014 model, the Crosstrek is the result of a successful formula Subaru has used before: Take a core vehicle, alter the bones, jack up the suspension, add some body cladding and, viola, a new model. In this case, the donor car is the Impreza hatchback, which was the first Subaru model built on the company’s Global Platform, also a member of the 30 MPG AWD Club.
Impreza DNA
The Crosstrek is ready to go anywhere
Impreza’s DNA is apparent in the Crosstrek’s profile, but from there the car takes off in a different direction. No other Subaru has the same grille or bumpers. The front A pillars are moved forward by 7.9 inches compared with the
Impreza. This not only improves cabin space, it adds athleticism to the look.
The 2018 Crosstrek rides on a 104.9-in. wheelbase, up 1.2-in. over the first-generation Crosstrek; it’s 0.6-inches longer than the previous model and 0.9-inches wider. Of course, like (almost) all Subarus, all-wheel drive is standard.
The most notable, visual difference between the two cars is ground clearance, which has been cranked up three inches to 8.7 inches. Throw in muscular fender flares, along with dramatic 17-inch alloy wheels, and the Crosstrek becomes an open invitation to travel farther once the highway ends.
Lynne says…
In our northwest corner of the country, motorists embraced Subarus back when quirky wasn’t hip. We, along with buyers in New England and Rocky Mountain states, knew for years that Subaru’s all-wheel-drive cars and wagons offered superior traction–not just on snowy roads, but on any slippery or uneven surface.
Versatile space comes standard
And that decision in 1994 to morph the Legacy wagon into the “world’s first sport utility wagon” and call it Outback? Brilliant, as consumers in all three markets flocked to dealers.
Since then, Subaru has perfected the recipe for creating a new model from an existing one—and I think the Crosstrek is its best yet.
As much as I liked the Outback, I thought the lower body cladding was a little over the top, almost garish. Conversely, Crosstrek stylists used restraint and added just the right amount of muscularity with the fender flares. Also, the wider track, added length and longer wheelbase result in balanced proportions.
Compared with the small crossover SUV sales leaders–and Toyota RAV4, Ford Escape and Honda CR-V—the Crosstrek has the look of a sport utility that wants to get out of town. It says, “Hey, throw a couple mountain bikes or camping gear in the back and let’s get a little dirty, maybe even muddy.”
It backs up that invitation with a ground clearance of 8.7 inches that’s more generous than the Jeep Grand Cherokee. While we couldn’t find time to do some semi-serious off roading, previous Subaru test drives have shown their ability to go just about anywhere short of rock crawling.
The Inside Story
Crosstreck’s well-laid-out interior follows Impeza. The cabin is minimal, but not spartan, with durable soft-touch materials covering upper surfaces for comfort, and plastic on lower panels for easy cleaning. Switchgear arranged on the center stack and surrounding the steering column has a sturdy feel.
Seats, front and rear, fall into the comfortable category. We found the space suitable for four adults (cramped with five), even if rear passengers were squeezed a bit for foot room. In case your passengers tend to be toddlers rather than adults, it’s easy to comfortably fit two front-facing car seats in the rear.
The 20.8 cubic feet behind the rear seat was more than adequate for a week’s worth of grocery shopping, and a standard waterproof cargo tray is a thoughtful feature. Rear seats are 60/40 split and fold completely flat, providing 55.3 cubic feet of space. That’s enough room for two mountain bikes. Or, with standard roof rails, heft the bikes onto the roof.
On the Road
The Crosstrek interior is upscale, but not in luxury territory
In town behavior was standard Subaru—easy-to-drive, easy-to-park and easy to get in and out of. The Crosstrek doesn’t miss a beat on the pavement, either. Agile and racy are not in its dictionary, but predictable, smooth and comfortable describe its on-road behavior.
Granted, 152 horsepower doesn’t sound like much these days–and it’s not–but it is adequate to the task of motivating the 3,302-pound Crosstrek for 0-to-60 mph in a little more than nine seconds. Whenever editor/husband Larry expressed a want for a turbocharger, I gently reminded him that this little Subie was about fuel economy, not speed.
Our Premium model’s engine was hooked up to a continuously variable transmission (CVT), which for 2018 now incorporates seven stepped, predetermined ratios (controllable via paddle shifters) to mimic traditional gear shifting and mitigate the rubber-band sensation. Looking at my notes, I had checked hill hold as my favorite feature—take your foot off the brake when stopped on a hill, and the Crosstrek won’t roll backwards. I’m perplexed as to why more carmakers don’t have this feature.
Larry Says…
In 2005, Subaru made a move to present its automotive assets with style and content that would attract a broader audience. The company’s goal was to elevate its image to a “premium niche brand”—not a luxury brand, but one consumers were willing to pay a higher price (for perceived quality and features like standard all-wheel drive).
The second generation 2018 Crosstrek takes a simpler approach and isn’t quite as animated as the rest of the lineup. The upside to this is the Crosstrek offers a very good value proposition.
Consider: the base 2.0i Crosstrek starts at $22,795 plus a $915 destination charge. This least-expensive Crosstrek includes all-wheel drive with active torque vectoring, cruise control, 17-inch wheels and a rearview camera. Also standard is Subaru’s Starlink multimedia system with a 6.5-inch touchscreen, Apple CarPlay and Android Auto compatibility, AM/FM stereo, USB port with iPod control, Bluetooth audio streaming and an auxiliary jack.
Our Premium test drive model had sticker price of $23,595 including the $1,000 CVT. It added heated front seats, fog lights, a windshield wiper de-icer and heated side mirrors, a leather-wrapped steering wheel and a six-speaker audio system.
The top-line Crosstrek Limited starts at $28,450 and can top $30,000 with options. It includes leather interior, a CVT automatic transmission as standard, power driver’s seat, blind-spot monitoring with rear cross-traffic alert, automatic climate control, an 8.0-inch touch-screen infotainment system with AM/FM/HD Radio, CD player, dual USB inputs and voice-activated controls. A moonroof is optional on Premium and Limited trims, as is the EyeSight driver-assist and active-safety system with adaptive cruise control, pre-collision braking, lane-departure warning, and lane-keep assist package. Limited trims can also add a Harman/Kardon premium audio system, navigation, and reverse automatic braking.
Traction Options
While all-wheel drive is standard, the system differs depending on the choice of transmission. Without going into technical details, CVT models split torque 60/40 front-to-rear as the default, while the manual transmission system distributes torque 50/50. Both can direct torque to the wheels that slip to ensure traction.
The only engine option
Regardless of the model, the Crosstrek is available with one engine, a 2.0-liter horizontally opposed (“boxer”) four-cylinder engine. The boxer nickname comes from the way the pistons look when the engine is running—like a boxer throwing punches. The punches this boxer throws are 152 horsepower and 145 pounds-feet of torque. As for my wanting a turbocharger under the hood, that little more than nine second 0-to-60 edges on Prius territory, not what I prefer when merging into fast traffic.
Once up to speed, the 2018 Crosstrek felt solid and capable. Inside, wind noise was nearly nonexistent, and only on particularly rough concrete roads did we hear any commotion from below. Ride quality was very good, muting most small bumps, and reducing big ones to minor hiccups in the cabin.
Yes, Lynne, the Crosstrek is about fuel economy—and we did pretty good. Well, actually you did pretty good, since you were behind the wheel for most of the 215 miles during our week test drive. With about half of the miles driven on city streets, we managed to beat the EPA rating with 30.5 mpg combined.
Bottom Line
People buy Subarus for qualities other than glitz. The 2018 Subaru Crosstrek’s modest base price fetches the utility of a small wagon with a roomy cabin and cargo area that offers practicality and easy drivability. It will meet the needs of those who prioritize fuel economy over performance, contributing a small roll in saving the planet while exploring it.
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Flash Drive: 2018 Jeep Wrangler & 2019 Jeep Cherokee
Road Test: 2017 Jeep Cherokee
Road Test: 2018 Chevrolet Equinox
Road Test: 2018 Subaru Outback
Road Test: 2017 Nissan Rogue Sport
Road Test: 2017 Jeep Renegade
Disclosure:
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
by Larry E. Hall | Apr 3, 2018 | All-Wheel Drive, Events, Hybrid Cars, MPG, News
Compact SUV Styling No Longer Boring
Toyota used the New York Auto show for the world introduction of its best-selling vehicle, the 2019 RAV4 crossover SUV. Hard to believe, the RAV4 became the company’s single best-selling model in the U.S. last year, surging past its long-time champion, the Camry midsize sedan. The automaker delivered more than 400,000 of the now-six-year-old RAV4, and more than 50,000 of those included our favorite, the hybrid model.
Company Listened To Its President
The 2019 Toyota RAV4 announces its arrival in style
One look at the all-new 2019 Toyota RAV4 Hybrid confirms the company took it to heart when president Akio Toyoda gave a mandate against making boring cars. The redesigned compact crossover gets a more domineering stance, standing lower and wider with a longer wheelbase. The scrappy SUV has more-sculpted edges, shorter front and rear overhangs, with a nose that has similarities to the hefty front end of the Toyota Tacoma pickup. It also gets chunky plastic cladding and fender flares. The wheel arches are trapezoidal and angular creases abound.
For 2019, the hybrid edition also gets a new trim, the XSE Hybrid. Following a new trend in styling, the XSE comes with a two-tone paint job featuring black on the top. Setting the stage for XSE Hybrid’s sporty appeal are piano-black accents across the front end, mirror caps, fender arches, and lower rockers. Unique to RAV4 Hybrids, projector-beam LED headlamps flank each side of the grille for a brighter, sharper and ideally angled light source.
The RAV4 Hybrid XSE isn’t just about cosmetic upgrades, it has a sport-tuned suspension.
New Hybrid Powertrain
More aggressive styling, more tech and more details to come
Defying the image of hybrids as mild performers, Toyota says: “The quickest RAV4 is the hybrid.” Replacing the previous hybrid powertrain is the two-motor Toyota Hybrid System II that uses a brand-new electric motor drive, which Toyota claims uses the battery power more effectively. It’s paired with a 2.5-liter four-cylinder engine that’s adapted to run on the ultra-efficient Atkinson cycle. A continuously-variable transmission (CVT) directs power to the wheels.
As before, all 2019 RAV4 Hybrids are all-wheel drive, using what Toyota calls All-Wheel Drive with Intelligence (AWD-i). The system eliminates the driveshaft to the rear wheels and substitutes an electric motor mounted transversely between the rear wheels to provide on-demand traction in back. For 2019, the system increases available rear-wheel torque by 30 percent more than the previous-gen AWD-i. An electronically-controlled, automated system determines how much torque to feed to the rear wheels on the RAV4 Hybrid according to driving conditions.
Modern Interior
The 2019 Toyota RAV4 Hybrid catches up with competitors inside with a modern-looking interior. The touchscreen can be either seven or eight inches and features Toyota’s EnTune 3.0, which includes Wi-Fi Connect, Amazon Alexa hands-free access, and, at last, Apple CarPlay compatibility. Two USB ports are standard and up to five can be had in total, depending on package options. Qi wireless charging is also available.
A new interior ups the ante for the already popular RAV4
The center console’s volume has been increased for more storage and technology capability, adding side-by-side cupholders (versus tandem in the previous generation) and more space on the open tray for small item storage. Both legroom and shoulder room are improved in the rear seating and 60/40 split-fold rear seats remain standard in the RAV4.
An all-new JBL audio system is available for the 2019 RAV4 Hybrid, adding 11 audio speakers on eight channels with 800 watts of power. Other options available are heated and ventilated front seats, heated rear seats and a hands-free tailgate.
Standard is Toyota’s Safety Sense 2.0 package. It includes a pre-collision system that can detect pedestrians, dynamic cruise control, automatic high beams and a system aimed at keeping the car on the road even if it can’t detect lane markings. It also can read some road signs and alert the driver.
Toyota provided no pricing information, fuel economy estimates or specific power output for the 2019 RAV4 Hybrid. We expect that info closer to the on-sale date in early 2019, following the gas-powered RAV4’s availability sometime this winter.
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by John Faulkner | Mar 23, 2018 | All-Wheel Drive, Clean Fleet Articles, MPG, Test Drives
VW’s Seven-Passenger Large SUV Siblings
Volkswagen is a latecomer with its three-row Atlas SUV. Designed for the American market, the Atlas lives up to its name–it’s big, which is a good thing if you need to seat up-to seven people. For most, this is something very few of us do on a regular basis. However, if you have a growing family and need the extra storage space for all their (and their friends’) gear, the 2018 Atlas should be on your wish list.
VW wants to play with the big boys
VW designed the Atlas interior to be open and inviting, even for passengers venturing into the third row. You need to be a Cirque du Soleil contortionist to access or comfortably sit in the far back of many seven-passenger SUVs. Not so with the Atlas, as VW has made the access easy with fold-and-slide second row seats, and a third row bench with good thigh support and a comfortable angle for the seat back. Maybe six-footers would not want to spend a few hundred miles back there, but anyone shorter would do just fine. A nice feature is that a child car seat can remain attached to the second row when it slides forward for access to the third row. The Nissan Pathfinder has this same convenience.
The beauty of the Atlas interior is how efficient the space is. Achieved by having near squared-off sides and a tall roof, shoulder room is expansive and leg room is good for even the tallest passengers. If you do not want a second row bench seat, Captain’s Chairs are a $625 option.
Available in five trim levels, you can get into a nicely equipped base 2018 Atlas S for about $31,000. This is a compliment to VW, knowing they have to be aggressive on pricing and content to gain awareness in the crowded large SUV segment. As for discriminating consumers, they will be rewarded with a well-built vehicle that can accommodate the complete family.
2.0L Turbo or 3.6L V6/FWD or 4Motion AWD
Clean Fleet Report had the opportunity to drive two Atlases (Atlasi?)—the Atlas SE with the 2.0-liter turbocharged I4 and front-wheel drive (FWD), and the Atlas SEL Premium with the 3.6L V6 with 4Motion (VW’s term for all-wheel drive). Both models had an eight-speed Tiptronic automatic transmission. Volkswagen’s 4Motion is a permanent all-wheel-drive system engineered to eliminate wheel spin under almost all conditions. It’s also designed to automatically decouple the rear wheels when the driving load and conditions don’t require the additional traction, saving fuel. It also comes with four drive modes: Highway, Off-road, Snow and Custom. So, what are the differences between the two engines and drive systems?
Ready to take the whole gang on or off-road
Here are some stats to get started.
- 2.0L Turbocharged I4
- 235 horsepower (hp)
- 258 pounds-feet (lb.-ft.) torque
- 22 mpg city/26 highway/24 combined (EPA)
- 3.6L V6
- 276 hp
- 266 lb.-ft. torque
- 17/23/19
It is clear from these numbers that an Atlas, with either engine, is not winning any fuel economy ribbons. Of course, the big trade-off that places an * next to the fuel economy is being able to transport up-to seven people and their gear. Had it not been for the recent diesel scandal, VW most likely would have offered the Atlas with its 3.0L TDI engine, which would have lifted the fuel economy numbers into the low 30 mpg range. The 18.6 gallon fuel tank means that, at a 25 mpg average, your family road trip could rack up more than 450 miles before refilling the tank.
The choice for performance between the two engines is a toss-up. The V6 accelerates smoothly, pulls strong and will be your primary choice if you plan on doing any towing, as it is rated up to 5,000 pounds. Both engines have Stop/Start technology that, while noticeable when the engine kicked in, it was not jarring or loud. The 2.0L Turbo gave peppy performance with good low-end torque, and a bit better fuel economy.
In what we believe afflicted only the car we were driving, Clean Fleet Report’s 2.0L Turbo suffered from stumbling upon acceleration from a stop. No matter how hard we tried, we were unable to find a pressure on the accelerator pedal that would result in a smooth launch. Was this a combination of the Stop/Start, turbo lag, the differential locking or the transmission searching for a gear? We never could figure it out. But, once off the line the 2.0L turbocharged four cylinder was a joy to drive. The turbo did exactly what turbos do by giving instant power when needed, out performing the V6 in all timed categories. We especially liked how we were able to merge onto Southern California freeway traffic with ease and confidence with both engines.
Driving Experience: On the Road
The 2018 Volkswagen Atlas is balanced nicely and grips the road well. However, the suspension on the 2.0L Turbo FWD was soft, at times suffering from a rolling, sloppy feel. The V6 4Motion did not have this issue, possibly because it weighed-in at 4,502 lbs., while the 2.0L came at 4,222 lbs. (280 lbs. lighter). In both vehicles there was noticeable body roll on hard corners at high speed, but it did not affect confidence because it was easy to predict. Plus taking those corners a bit slower was a good idea anyway.
The two models are similar, but with different capabilities
Both FWD and 4Motion Atlas models have identical independent suspensions of front struts, coil springs and an anti-roll bar, while the rear has multi-link with coil springs and telescopic dampers. The 2.0L had 245/60R Continental Cross Contact all-season tires on 18-inch alloy wheels, while the 3.6L had the same tires but on 20-inch alloy wheels.
Driving Experience: Exterior
A couple of years back Volkswagen began standardizing its vehicles on the MQB (Modular Transverse Matrix) architecture. The 2018 Atlas, at 200-inches in length, is easily the largest VW to be adapted to this platform. So how to design a large SUV that did not actually look so large? VW accomplished this nicely with a classic design of pleasing proportions that should hold up for many years. The Atlas is modern with soft, clean lines, but also bold in that it holds a commanding presence on the road.
VW showed where it was going in the CrossBlue concept SUV
First shown in 2013 as the CrossBlue concept vehicle, Volkswagen retained much of the CrossBlue design by not squaring-off the corners or adding all sorts of scoops and vents. The Atlas is refreshing, clean and simple. The very respectful 0.34 drag coefficient helped the Atlas cut quietly through the wind, even at freeway speeds.
Driving Experience: Interior
The 2018 Atlas has a neat and pleasant interior with a clean fit and finish. Nothing fancy, trendy or quirky. The usual German simplicity, with a good mix of soft and hard plastics, was complimented by tasteful wood-grained and brushed aluminum trim. The white backlighting for the dash gauges added a premium element, which went along with the overall quality materials used throughout the interior.
The center stack features VW’s Car-Net infotainment (information and entertainment) system. Our Atlas SE model had an 8.0-inch color touchscreen for the eight-speaker audio system
The VW interiors had an upscale feel
for the AM/FM/HD radio and CD player, with MP3 playback. Also part of the infotainment system is SiriusXM, Bluetooth for telephone and streaming music, and VW’s Media Device Interface (MDI), which includes a SD card and USB slots. Clean Fleet Report’s Atlas SEL Premium had the same screen, but with a Fender audio system and its 12 speakers and subwoofer. Clean Fleet Report is a big fan of knobs. VW makes it easy to operate the radio and the multi-zone climate control system with the turn of a few well placed knobs.
Our Atlas SE had seats covered in VW’s V-Tex Leatherette while the SEL got leather for the front and outward second row seats. Leatherette is a durable fabric technology that is comfortable to the touch and provides good air circulation. Both had heated and power adjustable front seats. There was a good choice of seat settings that, when combined with the height adjustable and telescoping steering column, made it easy to find a comfortable position for the driver. Separating the front seats is a center console offering ample storage and an USB charge-only port. A nice upgrade is the multi-function steering wheel wrapped in leather.
The 60/40 split-folding second row seats were heated on the SEL. Both models had the convenient fold-and-slide second row that made getting to the 50/50 split-folding third row an ease. Storage configurations abound, all depending on how many seats are folded. If you are looking to tote an eight-foot kayak or surfboard, the Atlas can handle it.
Interior conveniences, standard or optional, include remote start, a power tilting and sliding sunroof, remote power lift gate, power windows, keyless access, multi-function steering wheel with audio and telephone controls, power adjustable and manual folding heated exterior mirrors, multiple power ports, front and rear reading lights and carpeted floor mats.
Safety and Convenience
The 2018 Volkswagen Atlas has standard or available safety features such as eight airbags, tire pressure monitoring system and an Intelligent Crash Response System (ICRS). In case of an accident, the ICRS turns off the fuel pump, unlocks the doors and activates the hazard lights. But the real stand-out coming from Volkswagen is its Automatic Post-Collision Braking System, which is pretty self-explanatory. Working in conjunction with the airbag sensors in a collision, the brakes are applied automatically after an accident so your car does not continue moving where it could strike another vehicle or object.
There’s room for big stuff in back
Additional safety features include adaptive cruise control, power-assisted anti-lock brakes, park assist, stability control, overhead view and rear view cameras, blind spot monitor, lane departure warning, rear traffic alert, forward collision warning and autonomous emergency braking. If you have never driven a car with these last two safety features, have your Volkswagen sales representative demonstrate them to you on the highway. Once you have used them, you will feel naked when driving a car that is not similarly equipped.
The 2018 Volkswagen Atlas earned a Top Safety Pick by the Insurance Institute of Highway Safety and a 5 Star Overall rating by the National Highway Traffic Safety Administration. These are the highest ratings by each organization.
Pricing and Warranties
The 2018 Volkswagen Atlas ranges in base price from $30,750 to $48,740. Clean Fleet Report’s Atlas with the 2.0L Turbo and FWD had an MSRP of $33,590, and the 3.6L V6 with 4Motion came in at $48,490. All prices are before any options and the $925 Destination Fee.
The 2018 Volkswagen Atlas comes with these warranties:
- New Vehicle/Powertrain – 72 months/72,000 miles
- Corrosion Perforation – 84 months/100,000 miles
- 24 Hour Roadside Assistance – 36 months/36,000 miles
Observations: 2018 Volkswagen Atlas V6 4Motion and Atlas 2.0L Turbo FWD
Volkswagen is in the same position as all auto manufactures needing to get the attention of consumers to even consider buying their cars, trucks and SUVs. In the case of the 2018 Atlas, the task for VW is even greater as several competing well-known large SUVs are already on the market . So the question looms of why an Atlas should be in your driveway?
A third row for adults!
To start, you won’t be disappointed owning an Atlas as the build quality on Volkswagens is second to none. Choosing either engine, front wheel or all-wheel drive, will be based on your lifestyle and where you live. Will you be going off pavement or pulling a trailer? With the Atlas, Volkswagen gives you good options when needing to transport up-to seven people.
The only way you will know is by going to your local Volkswagen dealer and take all three engine and drive models out on the open highway, around town and if necessary for your intended use, off-road. You may feel the front-wheel-drive Atlas suits your commuting and around town needs, while the Atlas 4Motion fits your adventurous lifestyle just a bit better.
Whatever you end up buying, Happy Driving!
Related Stories You Might Enjoy: Atlas & Other VW Road Tests
Road Test: 2018 Volkswagen Atlas V6
Road Test: 2018 Volkswagen Golf Alltrack
Flash Drive: 2017 Volkswagen e-Golf
News: Volkswagen EV Onslaught to Begin in 2020
Road Test: 2017 Volkswagen e-Golf
Road Test: 2017 Volkswagen Golf SportWagen
News: Volkswagen Introduces I.D. Crozz to EV Lineup
News: Volkswagen Microbus to Return as an Electric
Competitive Three-Row SUVs
Road Test: 2018 Toyota Highlander Hybrid
Road Test: 2017 Toyota Highlander Hybrid
Road Test: 2017 Nissan Pathfinder
News: 2018 Lexus RX 450hL Hybrid
Road Test: 2017 Acura MDX Sport Hybrid
Road Test: 2017 Mitsubishi Outlander
Top 10 Best MPG AWD SUVs/Crossovers
First Drive: Tesla Model X P100D
Disclosure:
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
by Steve Schaefer | Mar 15, 2018 | Gas Misers, Hybrid Cars, MPG, Test Drives
A Green Brand Ambassador
The LC 500 coupe is Lexus’ halo car, based on the jaw-dropping LF-LC concept car that was unveiled at the 2012 Detroit Auto Show. It represents Lexus to the world, for style, power, and efficiency, too.
Standing out, even in the shade
And you can get it in a rip-snorting powerful version, with a V8 engine that pushes out 471 horsepower and 398 pounds-feet of torque. Or, choose the green and clean model, which is a hybrid with a 3.5-liter V6 mated to a pair of electric motors.
Either way, this car lacks little and flaunts much. Start with the breathtaking styling, which exemplifies the look that has driven much of Lexus’ design language for the past few years. In this case, though, the LC is free of the hyper edgy look seen in cars like the RX crossover. Instead, it features dramatic curves with exuberant lighting at the corners, and more subtle edges and forms.
Of course, it wears the trademark spindle grill up front, but with a unique mesh texture that changes from top to bottom. The flared rear fenders and pulled in waist create drama, as do the gleaming 20-inch alloy wheels.
The Eco Flash
My Ultra White tester was the 2018 Lexus LC 500h hybrid, with Lexus’ Multi Stage Hybrid System, adapted specially for this car. It combines the engine with two electric motor/generators, for a total of 354 system horsepower. That system is good for a 4.7-second zero-to-sixty time per the manufacturer for the 4,435-pound cruiser.
The V8 model is a touch quicker, but why not go for the cleaner car? This one brags about its EPA ratings of 26 mpg city/35 highway/30 combined. I averaged 30.3 mpg in my test week—right on the money. The EPA Green scores are a set of lucky 7’s – great for a car with an engine and a motor and no plug.
More Than Surface Beauty
Not everything’s standard, but what isn’t is wonderful
The 2018 Lexus LC 500h is not only stunning on the outside, but is top drawer in every way inside. You sit low in superbly comfortable leather-wrapped bucket seats, with a unique design that wraps around your shoulders. Rear passengers had best be children or pets, because there is little legroom there. Every surface is delightfully decked out in soft, perfectly coordinated “Toasted Caramel” leather and Alcantara (suede). I found no hard plastic trim anywhere, and the pieces that might have been chrome were satin-finish metallic, looking like the billet on a million-dollar one-off custom show car at the Grand National Roadster Show.
The doors wear flowing creases, like they were carved with a rake. The compact instrument panel directly behind the matching leather wheel offers two views, controlled by a button on the steering wheel. One places the tachometer in the center and surrounds it with basic fuel and temperature gauges on the right and hybrid performance bar graphs on the left (power/charge information). Push the button and the center tach slides to the right and displays various panels of information, including range, average mpg and mph, the essential three-part energy monitor (engine/battery/motor), gear position information, tire pressure, and even a G-force indicator and sway warning. This information is also available in the center of the dial with the first setting, so the choice is up to you. I switched it back and forth for fun, but liked the second setting better.
More Than Surface Performance
Plenty of power under the hood–but efficiency, too
You can select from several preset performance configurations, including Normal, Eco, Comfort and two increasingly rockin’ Sport settings. The Sport options change the look of the tachometer, and tighten up the handling, steering, and accelerator feel, among other things. The Comfort setting softens them. Normal suited me just fine, but I did sample the others.
The energy monitor helps you know when the car is using the battery for power or the gas tank, and when it’s generating energy in the battery. I was pleased to see how often the battery ran the show, because in commute traffic it makes for a smooth, quiet, green ride. Touch the right pedal and you’re off, though, without a second thought.
A Few Upgrades
You’d think that a car in this price range would contain absolutely everything imaginable, but that’s not so. Although the car comes standard with the nice 12-speaker Lexus Premium Audio System, my tester was upgraded to the sensational Mark Levinson 13-speaker, 915-watt Surround Sound system. This $1,790 package also brings in Semi-aniline leather front seats and a matching Alcantara headliner.
A head-up display is nice in a sporty car, and this one has it—if you add $900 to the sticker. It shows digital
No extra charge for the righteous rims
speed, a bar-graph tachometer and, on the left, either the compass direction or a miniature speed limit sign. My car also came with the Convenience Package ($1,000), which adds Intuitive Park Assist and a blind spot monitor with rear traffic alert.
What my car did not have, when the weather was giving us 37-degree mornings, was a heated steering wheel. I discovered that it’s part of a cold weather package that my California car didn’t have, so even though I could warm my nether regions, my hands couldn’t catch a break.
Lexus provides a touch pad on the center console to control the choices on the display screen. You get used to using it over time, but I regretted having to click the Climate button, slide over a few sections, and then flick it just to activate the seat heaters.
From a base price of $96,510, my 2018 Lexus LC 500h tester added up to a budget-busting $101,385, making it one of the most expensive cars I’ve driven in 26 years of testing.
Who’s the 2018 Lexus LC 500h Buyer?
He or she will need to have a substantial bank account, and not plan on carrying more than one friend and not much more than an overnight bag or two in the trunk. They will probably have another car for that, anyway.
Compact car fuel economy in a luxury sport coupe
The owner will enjoy exclusivity. It’s likely that you won’t see another LC 500 (hybrid or not) on the road at any time—I didn’t. (Lexus sold less than 2,500 LCs last year.) The low-volume LC’s job is to elevate the brand’s prestige and bring customers to Lexus’ website or into the showroom, where they can lease or buy a more down-to-earth sedan or crossover. Lexus offers multiple hybrids at a fraction of the LC’s cost.
But I did enjoy getting thumbs up at traffic lights, and my colleague, Harsh, was thrilled when he saw his dream car in the parking lot, learned it was my test car and got a ride in it.
The 2018 Lexus LC 500h is an extremely attractive and desirable car, and earns mileage numbers more like its modest cousin, the Toyota Corolla. I enjoyed my time with it, but was relieved to return it before I accidently placed a scratch on one of those stunning wheels.
Related Stories You Might Enjoy: More from the Lexus “h”
Road Test: 2018 Lexus LC 500h (John’s view)
News: Lexus UX Subcompact Crossover Debuts
Road Test: 2018 Lexus GS 450h
News: Lexus Reduces Hybrid Prices
Road Test: 2017 Lexus ES 300h
News: 2018 Lexus RX 450hL Crossover
Road Test: 2017 Lexus NX 300h
News: 2018 Lexus LS 500 & 500h Debut
Disclosure:
Clean Fleet Report is loaned free test vehicles from automakers to evaluate, typically for a week at a time. Our road tests are based on this one-week drive of a new vehicle. Because of this we don’t address issues such as long-term reliability or total cost of ownership. In addition, we are often invited to manufacturer events highlighting new vehicles or technology. As part of these events we may be offered free transportation, lodging or meals. We do our best to present our unvarnished evaluations of vehicles and news irrespective of these inducements.
Our focus is on vehicles that offer the best fuel economy in their class, which leads us to emphasize electric cars, plug-in hybrids, hybrids and diesels. We also feature those efficient gas-powered vehicles that are among the top mpg vehicles in their class. In addition, we aim to offer reviews and news on advanced technology and the alternative fuel vehicle market. We welcome any feedback from vehicle owners and are dedicated to providing a forum for alternative viewpoints. Please let us know your views at publisher@cleanfleetreport.com.
