Volkswagen will debut the T-Roc on August 23, but until then, it’s previewing the new subcompact crossover in its most revealing teaser video yet. This latest teaser shows off the headlights, taillights, bodywork, and parts of the model’s interior.

As revealed in the video, the T-Roc features a bold design that departs from the somewhat-conservative look of VW’s other crossovers. Case in point: the new wide radiator grille with integrated headlights. Creases on the hood hint at the T-Roc’s athleticism, and the silver trim brings out the vehicle’s golden paint job. In back, the T-Roc features a bulbous rear end and unique taillight signatures.

Inside, it looks very much like a Volkswagen, save for the bold yellow accents on the interior. Simplicity dominates the cockpit, and in the center sits a familiar rectangular multimedia infotainment unit.

The T-Roc will ride on Volkswagen’s MQB platform and should offer a range of turbocharged gas and diesel engines in Europe. Production gets underway in the second half of this year, as we reported in our initial First Drive review. It’s unclear if the model is coming to the U.S. market or not, but if so, it would compete against the Mazda CX-3Toyota C-HR, and Honda HR-V in quite a favorable market for crossovers.


Herndon, VA (August 4, 2017) — Volkswagen of America, Inc. today announced that the all-new, seven-passenger 2018 Volkswagen Atlas, when equipped with available Forward Collision Warning and Autonomous Emergency Braking (Front Assist), has earned a 2017 TOP SAFETY PICK award by the Insurance Institute for Highway Safety (IIHS).
The 2017 TOP SAFETY PICK award is issued to vehicles that have earned “Good” ratings in IIHS crash tests evaluated in five categories: frontal impact moderate overlap; frontal impact small overlap; side impact; roof strength; and head restraints. It must also offer an autonomous emergency braking system (AEB) that earns at least an advanced rating for front crash prevention. The 2018 Atlas earned a “Superior” rating on the AEB test.
“Volkswagen’s commitment to safety and driver assistance technology is unwavering. We take great responsibility to ensure our driver assistance technologies get smarter,” said Hendrik Muth, Senior Vice President, Product Marketing and Strategy. “The Atlas is an example of our ongoing commitment to offering these features, and we are proud it has been recognized as an IIHS 2017 TOP SAFETY PICK.”
The Atlas is the only vehicle in its class to offer the Automatic Post-Collision Braking System, which is standard across all trims. This system builds on the premise that a collision is rarely a single, instantaneous action, but rather a series of events that follow the initial impact—the most significant of which can cause additional collisions. The Automatic Post-Collision Braking System addresses this by applying the brakes when a primary collision is detected by the airbag sensors, thus helping reduce residual kinetic energy and, in turn, the chance of additional damage.
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Other driver assist systems available in the Atlas include Adaptive Cruise Control (ACC); Blind Spot Monitor with Rear Traffic Alert, Lane Departure Warning (Lane Assist), front and rear Park Distance Control (ParkPilot), Parking Steering Assistant (Park Assist); High Beam Control (Light Assist) and Overhead View Camera (Area View).
IIHS launched its front crash prevention rating program in 2013 to help consumers sort through the maze of available technologies and focus on the most effective systems. For more information on IIHS, visit All IIHS ratings are available at

VW’s car of the future borrows from the past

TRAVERSE CITY, Mich. — Volkswagen Group’s idea for the car of tomorrow borrows a lot from yesterday.

Matthias Erb, Volkswagen AG’s chief engineering officer, explained at the CAR Management Briefing Seminars that the automaker’s I.D. Buzz microbus, an autonomous, electric van that debuted in January at the Detroit auto show, borrows design and functionality elements from the company’s first eight-seater, the T-1 bus known as the Bulli.

“It’s the new version with a lot of new features for today,” Erb said, speaking about driverless car design.

The I.D. Buzz concept shown in Detroit features a floor-mounted 111-kilowatt-hour battery pack and up to 369 hp with an effective range of up to 270 miles under U.S. standards. It features VW’s I.D. Pilot autonomous driving system, complete with a squared steering wheel that retracts into the instrument panel when the autonomous driving system is engaged.

The cockpit also includes a touch-sensitive steering mechanism, an augmented reality head-up display and a large, detachable center-mounted tablet information screen. It also features swivel chairs and the capability to turn the third-row seats into a bed.

While the interior looks futuristic, the exterior harkens back to the microbus that VW started selling in 1950. But it does include new-age LEDs that can react to a driver’s presence.

Erb said the automaker envisions the I.D. Buzz as an ideal way to haul up to eight people for car-sharing services, or for commercial use. It’s built on the automaker’s new MEB platform, and the concept version featured an electric motor at each axle.

“This is the platform of the future,” Erb said.

Executives designed the first Bulli because they wanted a vehicle with a similar powertrain and chassis as the original Beetle but with the option to seat eight. By 1956, the bus had a 91 percent market share in its segment, Erb said. It featured three body styles, including a pickup version.

VW discontinued Bulli sales in the U.S. in 2003, but it has continued to sell the microbus in Europe, where it is in its sixth generation.

“We have to go back in our history to move on and build a bridge between cultures and apply that to our products and design language of the future,” he said.

2018 VW Tiguan: Bigger footprint, less engagement

The Volkswagen Tiguan is all-new for the 2018 model year and is bigger all-around as U.S. consumer interest continues to focus on crossovers. The redesigned Tiguan is 10 inches longer than the current generation and three-row seating is now available. Despite competing in a crammed segment, the Tiguan is expected to be a key player for the brand moving forward. Here’s a sampling of Tiguan reviews.

“On the road, the new car was easygoing and user-friendly. The engine and transmission provided prompt responses when you hit the gas pedal, but don’t expect any breathtaking power. The eight-speed automatic is okay, but it suffers from a few hiccups in stop-and-go traffic. The engine’s stop-start isn’t the smoothest, either, but you can turn it off easily with a button. When you select Sport mode, the accelerator reacts a little faster and the steering firms up just a bit.

Though the Tiguan is enjoyable enough to drive, don’t expect VW GTI levels of playfulness. Unlike the previous version, the new Tiguan is not among the sportiest small SUVs, falling behind its main rivals, the Ford Escape and Mazda CX-5.”

— Gabe Shenhar, Consumer Reports

“The key downside to the new Tiguan’s ballooning size is that it loses the previous-generation’s Golf-on-stilts character, which made it one of the more entertaining small crossovers to drive. The new Tiguan is less eager. It rides softly and rolls considerably in corners; even though it shares its basic MQB bones with the fabulous-driving seventh-generation Golf, the combination of the Tiguan’s extra weight versus that car and the relaxed tuning of the primary controls removes a considerable degree of responsiveness from the chassis. The electrically assisted steering rack is overboosted and lacks on-center feel, turn-in is lazy, and the brake pedal is a bit mushy. Volkswagen clearly prioritized quiet comfort over athleticism, and the Tiguan tracks straight down the freeway and features a quiet and plush ride, qualities that will please family-minded shoppers.”

— Joseph Capparella, Car and Driver

“Compact crossovers generally don’t provide much fun when tackling serpentine mountain roads, and the Tiguan isn’t any different. It feels a little more buttoned-down than some of the other soft-roaders, but don’t look for a sporty driving experience here. If your typical commute doesn’t involve multiple twists and turns, you’ll likely enjoy the quiet, comfortable ride. We recommend against larger wheels for city dwellers; the 19-inch wheels on our SEL Premium test car produced a sharp, heavy impact when we ran over sunken manhole covers. The 17-inchers on a Tiguan S model proved much more forgiving in the same circumstances.”

— Cameron Rogers, Edmunds

“The lackluster power delivery is a real shame, because elsewhere, the Tiguan is clearly one of the more engaging vehicles in this class. Sport mode adds more steering effort, but even in Normal, the feel is noticeably more communicative than most in the class. Body roll and vomit-inducing motions are also kept to a minimum, yet the ride is smooth and fuss-free.”

— Zac Estrada,

“On my press drive through the Rocky Mountains outside of Boulder, Colorado, the Tiguan proved to be more of a cruiser than a turner, though I managed to coax some athletic behavior from it when I kept up with a RAV4 traveling at a good clip in front of me on a twisty road. Still, the Tiguan displayed a fair amount of body roll, light-touch steering and a transmission that is eager to upshift, even while climbing mountain passes to 8,500 feet in elevation. Fortunately there is a Sport driving mode that firms up the steering, and the transmission can be shifted manually from the stick to keep the engine at peak power. The Tiguan performs better on the highway and in suburban driving, where the ride is smooth and comfortable. Most buyers won’t mind the lack of sporty dynamics, as the Tiguan toddles along with minimal fuss.

Our designated drive route took us down a six-mile dirt road, a rarity for press events. Switching to Off-road mode lessens the throttle response to mitigate wheelspin and the electronic stability control allows for more fun. While the dirt road was well-maintained and not rough, it did get muddy towards the end. The Tiguan handled the chatter of any washboard sections I encountered without too much vibration and I was able to maintain traction and even stop with minimal sliding. The ABS has unique programming in Off-road mode that locks up the wheels just a tic to build up dirt in front of the tire, helping to bring the Tiguan to a stop.”

— Emme Hall, Roadshow by CNET

“The ’18 Tiguan doesn’t handle as crisply as its Golf cousin, nor does it offer the towering ride height that lets drivers loom over their highway competitors, but it is a perfectly reasonable commuter machine that seats four adults in comfort and projects the desired image of outdoorsy, free-spirited truckitude.

The second row of seats fits three passengers, though a larger-than-petite middle one isn’t going to be very happy with the arrangement. The third-row seats come standard in the front-wheel-drive Tiguans, while all-wheel-drive purchasers must pay extra for the feature; in practice, any human larger than about a ten-year-old is going to be clawing at the windows in a desperate bid for escape after about five minutes in the third-row.”

— Murilee Martin, Autoweek


Herndon, VA — (July 3, 2017) Volkswagen of America, Inc. (VWoA) today reported sales of 27,377 units delivered in June 2017, a 15 percent increase over June 2016. With 161,238 units delivered year-to-date in 2017, the company is reporting an increase of 8.2 percent in year-over-year sales. June 2017 also marks the first full month of sales for the all-new, Chattanooga, Tenn.-built Atlas. Sales of the vehicle continue to grow as deliveries totaled 2,413 units. The all-new Tiguan will be available later this summer.

June News Highlights




2018 Volkswagen Atlas | Drivers’ Notes

This week, we’re debuting our latest feature, Drivers’ Notes. A variety of cars, trucks, and SUVs roll through our office, but we don’t always have an opportunity to showcase them. Consider this a weekly logbook of sorts, with quick-hit contributions from a variety of staff members. We get seat time in all sorts of vehicles, and we want to share our thoughts, opinions, and general musings. The goal is to obsessively cover cars in ways we can’t in First Drive or Quick Spin reviews.

For the past few days, we’ve passed around the key fob to the all-new 2018 Volkswagen Atlas. This big three-row crossover is the replacement for the Touareg, slotting above that all-new Tiguan. Like the current Passat and Jetta, the Atlas is designed with American tastes and sensibilities in mind. Some Volkswagen enthusiasts may lament the loss of European flair, but a big, handsome, and refined crossover is exactly what shoppers today are looking for. This may be the model that helps repair Volkswagen’s diesel-soaked image.

Editor-in-Chief Greg Migliore: I spent a night in the Atlas and generally enjoyed it. It’s big, comfortable, looks pretty tough, and has a lot of space. I picked up my in-laws from the airport, and there was plenty of room for a couple suitcases, carry-ons, and four people. I also made a Taco Bell run in the Atlas and took it to the gym. Pretty much exactly what the target buyer would do with it. The touchscreen infotainment system is clear, colorful, and intuitive. It’s almost a little too responsive – I found myself changing the radio just by brushing past it while messing with the air conditioning. I probably put a little more than 90 miles on the Atlas in total and was impressed. It’s the right vehicle at the right time for VW.

Associate Editor Reese Counts: Volkswagen is still soldiering along with its venerable VR6 in the 2018 Atlas. In this particular guise, the narrow-angle direct-injected V6 displaces 3.6 liters and turns out 276 horsepower and 266 pound-feet of torque. That’s about average for the class. Power is sent to all four wheels through an eight-speed automatic. Acceleration isn’t astonishing, but the VR6 has refinement down to a T. The power comes on smooth and predictable and makes the Atlas feel a little more premium than its price might suggest. It’s going to be a sad day when Volkswagen puts this engine out to pasture.

Senior Green Editor John Beltz Snyder: In town, the Atlas’ 3.6-liter V6 does a good job of projecting a sense of urgency with a soft touch. It doesn’t take a lot of footwork to get it moving, and it gets up to speed with traffic on city streets with ease. That responsiveness goes a long way toward making this feel like a smaller vehicle the first time you get in to drive it. When you get on the highway and put the hammer down, you don’t get the same feeling of potency as you do in casual city driving, and it can actually feel a bit breathless when trying to pass someone at those speeds.

I was impressed with the stop/start system. It shuts down quietly and it picks up again the very moment you lift your foot off the brake, allowing one to get right on the gas as soon as the light turns green. It seems to make a practical difference when it comes to fuel economy, too. My commute is about 37 miles, about eight of which are on city streets. On that drive, I got an average fuel economy of 24.3 mpg, which beats our tester’s 23-mpg highway rating.

Managing Editor Greg Rasa: “I love this car!” That was the opinion of the 12-year-old from the backseat, who reveled in the roominess of the second row. With that second row down, the car easily swallowed a man’s bicycle and could’ve fitted two. This truly is a big, roomy SUV. I agree with John that the Atlas seems quicker around town than on the highway, and yes, the stop-start system is probably the smoothest I’ve driven. On a weekend day trip, the driver-assistance features worked well, though the lane-keeping technology understandably wanted to follow the fog line up offramps I didn’t want to take. One design feature that sets the Atlas apart from other big SUVs in the parking lot is the pronounced crease down the side of the car and over the wheel openings. In certain lighting conditions, it almost looked like a stripe of a different color.

2017 Volkswagen GTI Sport is the perfect enthusiast special

The Volkswagen GTI is one of those cars that’s a near-perfect fit for so many people. Few cars on the market combine the GTI’s refinement, versatility, and fun-to-drive nature. There’s a reason why it’s one of our go-to choices when someone asks us what car to buy. It’s a fantastic machine in any guise, but in 2017 Volkswagen added a new trim level that makes it nearly perfect.

The 2017 Volkswagen Golf GTI Sport starts at $28,815 and sits just above the base S model. The base model is fine, but it lacks a few modern conveniences that really set it apart from the competition. Moving up to the Sport trim adds bi-xenon headlights, keyless entry with push-button start with both transmissions, and, most important, the GTI Performance Package. There’s no moonroof, no 12-way adjustable leather seats, and no outdated navigation system. It’s just simple and pure.

Ditching the moonroof saves weight, complexity, and increases the headroom. The heated tartan-patterned seats are arguably better than the GTI’s leather option. You lose some adjustability, but it’s not difficult to find a comfortable position. Stepping up from the disappointing halogen headlights to the Sport’s xenon lights is a huge plus. The one convenience option that would top it off would be the addition of automatic climate control.

All that said, the GTI Performance Package really is the key element, as it’s unavailable on the base model. It comes standard on the Sport trim and above. It adds bigger brakes from the Golf R, electronically controlled, torque sensing, limited-slip VAQ differential, and a 10 horsepower bump, though the latter carries down to the base model for 2018. It doesn’t so much transform the GTI as much as it hones what was already a highly capable tool.

The 10 extra horsepower is welcome but largely negligible, especially in light of the 2018 updates. The brakes not only improve stopping distances but reduce fade. The pedal is firm but long enough to allow for good modulation. It helps that the GTI is a couple hundred pounds lighter than the all-wheel drive Golf R. We didn’t take the GTI to a track, but most owners won’t. There’s more than enough stopping power for the street.

The limited-slip differential is the final key. It won’t make a difference in your daily commute (unless your commute is Thousand Oaks to Santa Monica). But on track or on a good, winding road, that magic box works wonders. It’s always thinking, sending power where you need it. It even helps quell torque steer, the bane of so many high-power front-wheel drive cars. The GTI is a car with plenty of feedback, and you can feel the LSD working in conjunction with the suspension and the tires to pull you through turns.

The Sport is the only model that combines the performance package with cloth seats and no moonroof. It’s the perfect GTI. It’s not loaded up with a bunch of options that push it deep into Golf R or Audi A3 price territory, and it packs in more than the equivalent Subaru WRX or Ford Focus ST. This is the GTI to buy if driving is paramount. This is the GTI distilled.

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