The leaders at Volkswagen weren’t kidding when they tacked the “Sport” designation on the 2020 Atlas Cross Sport 2.0 SE.
Sure, it likely was dreamed up to boost sales of the company’s new midsize crossover sport utility vehicle. Throughout automotive history, the marketing gurus have worked to manipulate buyers’ brains into automatically applying certain attributes to their vehicles.
Think Pontiac GTO, Dodge Hellcat, Ford Mustang Shelby GT, Chevrolet Corvette Stingray, Volkswagen Golf GTI, Honda Civic Si, Buick Grand National, Ford F-150 Raptor, Cadillac’s V models, Mercedes AMG, BMW M, Porsche Turbo and Subaru WRX STI, among others.
Mostly, the appellations denote actual performance. But sometimes they are simply slapped on in the middle of a model run to boost the inevitable lagging sales.
That’s not the case with the Atlas. It started out as a full-size, three row crossover sport utility vehicle that, for some families, could substitute for a minivan, though it is somewhat short on cargo space.
Now Volkswagen has expanded the Atlas horizons with the Sport, which has an entirely different character from its three-row sibling and lives up to its “sport” designation.
It’s a midsize crossover SUV with 112 cubic feet of space for passengers in the first and second rows, with a generous cargo space of 40 cubic feet. Fold the seatbacks flat and the cargo area expands to 78 cubic feet, plenty to haul all the stuff for your kid’s freshman year in college.
You’d think that would satisfy a lot of customers. But VW also has infused this bulky crossover with performance bones. Though it is 16 feet 4 inches long, 5 feet 8 inches tall and weighs 4,228 pounds, it validates the old canard about “German feel” with responsive handling and a ride that won’t produce fatigue on a long trip.
Belying its size, it attacks twisting roads with some of the aplomb of a sports sedan: capable 4Motion all-wheel drive and communicative steering with good feedback. Of course it’s no match for a Bullitt Mustang or a Mazda MX-5 Miata but it can hold its own with a host of other vehicles.
Power comes from a 2.0-liter four-cylinder engine with 235 hp and 258 lb-ft of torque, delivered through an eight-speed automatic transmission. City/highway/combined fuel economy of 18/23/20 mpg is not outstanding but that’s the tradeoff for the performance.
The engine is turbocharged but you’d be hard-pressed to notice. There’s almost no turbo lag, although there is a hesitation if you use the idle stop-start system, which shuts down the engine at stoplights and then cranks it up when you take your foot off the brake. Fortunately, you can disable the stop-start with the touch of a button, as was the script for this review.
There also are driver selectable settings for different on- and off-road drive modes: Normal and snow, as well as off-road and off-road custom. Hill descent control is included for challenging boondocks courses.
There’s no manual-shift mode for the automatic transmission — thus no steering-wheel paddle shifters — but it’s not needed. You can easily select “sport” instead of “drive” with the console mounted shifter and rocket off with instant snap-shifts in the stoplight drag races simply by keeping your foot to the floor.
On the road, the Atlas Sport is mostly a quiet cruiser with enough engine drone to alert you to the power under the hood. The only time it gets annoying is when you hit the “max” button on the air conditioning. Then the engine and blower sounds become a racket that overpowers even loud audio.
The Atlas Sport has a starting price of $31,565, including the destination charge,18-inch aluminum-alloy wheels, full LED lighting, blind spot monitor, rear traffic alert, and Wi-Fi capability.
The test vehicle was a mid-level SE model with a technology package that included adaptive cruise control, forward emergency braking with pedestrian detection, wireless smart phone charging, park distance control, power lift gate and SXM satellite radio. Inside, the look leaned toward the austere, with perforated black leather upholstery and attractive gray faux wood trim.
But the price was reasonable, slightly more than the average of a new car in this era. The base was $38,865, including the destination charge and, with an option of a special Aurora Red metallic paint job, the bottom line sticker came to $39,495. It’s a decent hunk of a crossover for the money.
Specifications
- Model: 2020 Volkswagen Atlas Cross Sport 2.0 SE w/ Technology four-door crossover sport utility vehicle.
- Engine: 2.0-liter four-cylinder, turbocharged; 235 hp, 258 lb-ft torque.
- Transmission: Eight-speed automatic with 4Motion all-wheel drive.
- Overall length: 16 feet 4 inches.
- Height: 5 feet 8 inches.
- EPA/SAE passenger/cargo volume: 112/40 cubic feet.
- Weight: 4,288 pounds.
- Towing capability: 2,000 pounds.
- EPA city/highway/combined fuel consumption: 18/23/20 mpg.
- Base price, including destination charge: $38,865.
- Price as tested: $39,495.
Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.
Photos (c) Volkswagen
It is apt when considering the new MDX, and other luxury crossover SUVs, awash in a flood of subcompact, compact and midsize crossovers.
As good as most of them are, many buyers aspire to something bigger, more luxurious and comfortable, with better performance and, important to some, reputation and presence. Those sentiments are what gave rise to luxury crossovers — at a time when truck-based SUVs like the Ford Explorer and Jeep Wagoneer of the last century dominated what then was a tiny slice of the market.
It remains that way in 2020 and fits the interpretation of the famed Erasmus admonition. It is not a perfect vehicle, meaning it has some limitations, but it has been dominant in the marketplace.
No vehicle is perfect and the MDX A-Spec tested for this review is no exception, fitting the Erasmus definition of limited capabilities in some areas. The most obvious: It seats seven passengers, but only four of them comfortably.
There’s an old adage that says small vehicles should drive big and big vehicles drive small. The MDX, for all of its bulk, drives small. On curving roads, the MDX feels soft and flexible while also clipping corners with the composure of a smaller vehicle tuned for sporty handling.
Specifications
Photos (c) Acura
Consider: The CX-30 is 14 feet 5 inches long with 94 cubic feet of passenger volume and 20 cubic feet of cargo space.
The CX-30 also is a ‘tweener on engine power and fuel economy. In most respects, it resembles the Mazda3, which is built as a four-door hatchback or conventional four-door sedan. They share the same engine — a 186-hp, 2.5-liter four-cylinder with 186 lb-ft of torque, or twisting force.
The main difference between the two is the CX-30’s taller crossover profile, which is not a demerit. Its 5 feet 2 inch height doesn’t feel like it causes much perceptible disadvantage in ordinary handling. Curving roads are easily conquered with little body lean and good steering feedback.
Freeway merging poses no problems and the CX-30 has long-distance comfort, although you have to put up with engine drone at cruising speeds. Though it’s not fatiguing, you always know the engine is working. It’s not unlike some European luxury cars, which always seem to announce the presence of an internal combustion power plant under the hood.
With front-wheel drive, the base CX-30 has a starting price of $22,945, including the destination charge. Tested for this review was the premium all-wheel drive version. It had a starting price of $30,645 and, with options, a bottom-line sticker of $31,670.
The smart brake support comes coupled with Mazda’s Distance Recognition Support System (DRSS) that displays the distance to the vehicle ahead. In addition, the system includes a warning alarm of the risk of a collision with the car ahead, helping a driver maintain a safe following distance.
Specifications
Photos (c) Mazda
Where it distinguishes itself is in fuel economy because of its gasoline/electric power: a turbocharged 2.0-liter gasoline engine mated to an electric motor and a 12 kW battery. The system makes 292 hp and 310 lb-ft of torque that powers all four wheels through an eight-speed automatic transmission that can be shifted manually.
Of course, fuel economy likely is way down on the list of reasons anyone buys an X3 — or any BMW, for that matter. The company has a reputation for delivering excellent driver-oriented vehicles with little regard for mileage bragging rights, and the X3 PHEV is no exception.
Another plus is the fact that a PHEV can be driven on purely electric power — up to a point. BMW claims an electric range of 20 miles in combined city-highway driving. This reviewer, without effort, managed 21. Part of the system includes regenerative decelerating and braking, which provides a bit of extra charge for the battery pack.
There is the matter of price. At BMW, compiling profitable options lists borders on art. With a list of expensive packages, including M Sport trim at $5,000, a Harman Kardon surround audio system at $4,500 and assorted other handling and driving assistance upgrades, the tested X3 came with a bottom-line suggested price of $65,020.
The cargo area offers 16 cubic feet of space, a bit stingy but that’s because the battery pack lies under the back seat with the fuel tank over the rear axle. Fold the rear seatbacks and it opens up 53 cubic feet of stash space.
Specifications
Photos (c) BMW
It’s a trend. The C-HR, which was introduced as a 2018 model, competes now against at least three other front-wheel drive nameplates that are marketed as small crossover SUVs: The Kia Niro, Nissan Kicks and Hyundai Venue.
The invention of the crossover was a futuristic marketing ploy by manufacturers. American buyers disdained hatchbacks and station wagons so the manufacturers simply gave their hatches a higher profile, added optional all-wheel drive, called them crossover SUVs and now they’re threatening to overwhelm the market—and not only in economy models. There’s no category that is immune — from the C-HR category to Bentley and Rolls-Royce.
But the design has a downside. The funky styling, similar to Toyota’s Prius Prime hybrid, results in a sloping coupe-like roof that dictates small side windows for the back seat. Combine that with large headrests on the front seats and the rear-seat passengers may imagine they’re spelunking in the cutout of a cave.
For 2020, the snazzy millennial looks get complemented by a re-styled front fascia, LED lights and special wheels for different trim levels. There are three: LE, XLE and the tested top-line Limited, which also sported “Supersonic Red” paint two-toned with a black roof. The combination tacked $945 onto the base price of $27,740, which gave the test car some of the aura of high-end European luxury cars, which typically extort extra dollars for special paint jobs.
With a continuously variable automatic transmission (CVT), the C-HR won’t win too many stoplight drag races. However, it is eagerly responsive and feels a lot quicker off the line and in passing than the numbers would indicate. For control-freak drivers, there’s a quick-shifting mode that mimics a seven-speed manual. There are no steering-wheel mounted paddle shifters; you must use the console shift lever, which actually is more engaging.
In keeping with Toyota’s current attention to safety, all trim levels get full basic safety equipment, including pre-collision braking with pedestrian detection, lane departure alert with steering assist, blind-spot monitoring, rear cross-traffic alert and adaptive radar cruise control. Moreover, even the lower trim levels come equipped with SXM satellite radio along with Apple CarPlay and Android Auto. Other enhancements on the tested Limited included voice recognition, Bluetooth streaming and phone connectivity, and WiFi hotspot.
Specifications
Photos (c) Toyota
It’s not a breakthrough — yet. Solar panels have popped up all over the world as a way to reliably generate renewable clean energy. On the Sonata Hybrid, an array of solar-powered photovoltaic panels are installed on the roof under glass, right where you might find a panoramic sunroof on another car.
The Sonata Hybrid combines a 150-hp, 2.0-liter four-cylinder gasoline engine that makes 139 lb-ft of torque with a 51-hp electric motor that delivers 151 lb-ft of torque. The combined hybrid system generates 192 hp and, with the slight boost from the Solar Roof, has an EPA city/highway/combined fuel economy rating of 45/51/47 mpg.
Like other hybrids, the Sonata also features idle stop-start technology to enhance fuel economy. But there’s no hesitation off the line. With some other systems, especially those installed on gasoline-engine vehicles, there’s a hiccup on setting off as the engine re-starts. But on the Sonata Hybrid, the electric motor is poised to get things going with instant torque, or twisting force.
There are three versions of the Sonata Hybrid: Blue, SEL and Limited. The base Blue, which is estimated to start somewhere south of $30,000, gets the best city/highway/combined fuel economy: 50/54/52 mpg. However, it does not come with the Solar Roof, which is reserved for the upper trim levels.
After the national press introduction was canceled because of the coronavirus pandemic, a top-line Limited model was made available as a test vehicle delivered through a third-party vendor.
Specifications
Photos (c) Hyundai
A big advantage of a CVT is its economical delivery of power. Most CVTs have fuel consumption numbers that are not only better than other automatic transmissions but superior even to manual gearboxes. The specially tuned Kicks CVT has an EPA city/highway/combined fuel economy rating of 31/36/33 mpg.
Passing power on the highway is less spunky, understandable because of the modest horsepower and torque. But the Kicks cruises nicely at freeway speeds and even is quieter than some more expensive machinery.
Specifications
Photos (c) Nissan
Lexus, the luxury division of Japan’s Toyota, also is the best-selling brand among luxury manufacturers that sell SUVs and crossovers.
The 2020 RX450hL’s forte is silent running in plush comfort, with a suspension system that absorbs nasty road surfaces while still delivering decent handling, though it’s not the sort of vehicle you’d want to enter in an autocross.
An annoyance is the fussy console-mounted touchpad that controls infotainment and other functions on the center screen. It requires focused attention and should not be used while under way.
There are no shift points. You sense rather than feel that the engine seamlessly controls rpms to provide maximum power and efficiency. Even using the steering wheel paddles to drive in manual mode, which mimics a six-speed automatic transmission, there’s almost no sensation of shifting.
The culprit is the hybrid battery pack, which resides underneath the second row of seats. That raises the floor, which stretches into the cargo area. (A compact spare wheel and tire are stashed outside). Even with about eight inches of second-row seat travel, it’s not enough to adjust passable knee room for passengers in the second and third rows.
Specifications
Photos (c) Lexus
The Camry is 16 feet 3 inches long with 99 cubic feet of space for passengers and 15 cubic feet of trunk volume. The Avalon is an inch longer, at 16 feet 4 inches, with 103 cubic feet of passenger space and a trunk of 16 cubic feet.
The big difference is that the Avalon is more luxurious with a higher level of equipment — and therefore is more expensive — than its Camry counterpart. An Avalon TRD reviewed recently for this column came with a base price of $43,255 and a tested price of $45,410.
All of that reported for driving duty during testing. Though there was no opportunity to compare the TRD with every other Camry that ever existed, the overall impression strongly suggests that this is best-handling Camry ever. Acceleration is swift and braking is superb, though the ride necessarily is taut because of the stiffened body structure and suspension system. Off the line, the Camry TRD can effortlessly nail 60 mph in a bit more than five seconds, according to independent tests.
Inside convenience items included pushbutton starting, automatic climate control, six-speaker audio system, power driver’s seat with lumbar support, a manually-adjusted front passenger seat with height adjustment welcomed by shorter passengers, seven-inch infotainment screen, hands-free Bluetooth connectivity for audio streaming and smart phone, SXM satellite radio and two USB ports.
Toyota’s Camry has been the nation’s best-selling midsize sedan for nearly two decades, although like other four-doors it has been losing ground as buyers flock to crossover sport utility vehicles like Toyota’s own RAV4 and Highlander.
Specifications 
Photos (c) Toyota
Frank A. Aukofer
Jason Fogelson
Jeff Taylor
Tod Mesirow