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  • William Maley
    William Maley

    Review: 2018 Mazda CX-9 vs. Volkswagen Atlas

      Taking the temperature of the large three-row crossover

    The three-row full-size crossover has taken the place of large SUVs as the vehicle of choice for growing families. Crossovers offer the tall ride height and large space, but not at the cost of fuel economy and ride quality. Recently, I spent a week in the 2018 Mazda CX-9 and Volkswagen Atlas. These two models could not be any different; one is focused on providing driving enjoyment, while the other is concerned about providing enough space for cargo and passengers. Trying to determine which one was the best would prove to be a difficult task.

    Exterior

    There is no contest between these two when it comes to design as the CX-9 blows the Atlas out of the water. The overall look balances aggressive and elegance traits. For the front, Mazda has angled the clip to give off a sporting profile while a large grille and a set of slim headlights accentuate this. Move around to the side and you’ll notice the CX-9 has quite a long front end and the rear roof pillars are angled slightly forward. These design cues help make the CX-9 look slightly smaller than it actually is.

    Someone once described a Volkswagen vehicle as “looking like a bit of a square, but a posh square.” That’s how I would sum up the Atlas’ design; it is basically a box on wheels. There are some nice touches such as the LED headlights that come standard on all models and chunky fenders. The 18-inch alloy wheels that come with the SE w/Technology look somewhat small on the Atlas, but that is likely due to the large size of the vehicle.

    Interior

    The Atlas’ interior very much follows the ideals of the exterior, which are uncomplicated and utilitarian. While it does fall flat when compared to the CX-9’s luxury design, Volkswagen nails the ergonomics. Most of the controls are within easy reach of driver and passenger. One touch that I really like is the climate control slightly angled upward. Not only does this make it easier to reach, but you can quickly glance down to see the current settings. There is only a small amount of soft-touch material used throughout the Atlas’ interior, the rest being made up of hard plastics. While that is slightly disappointing as other crossovers are adding more soft-touch materials, Volkswagen knows that kids are quite rough to vehicles.

    If there is one benefit to Volkswagen’s plain styling on the outside, it is the massive interior. I haven’t been in such a spacious three-row crossover since the last GM Lambda I drove. Beginning with the third-row, I found that my 5’9” frame actually fit with only my knees just touching the rear of the second-row. Moving the second row slightly forward allows for a little more legroom. Getting in and out of the third-row is very easy as the second-row tilts and moves forward, providing a wide space. This particular tester came with a second-row bench seat. A set of captain chairs are available as an option on SE and above. Sitting back here felt like I was in a limousine with abundant head and legroom. The seats slide and recline which allows passengers to find that right position. The only downside to both rear rows is there isn’t enough padding for long trips. For the front seat, the driver gets a ten-way power seat while the passenger makes do with only a power recline and manual adjustments. No complaints about comfort as the Atlas’ front seats had the right amount of padding and firmness for any trip length.

    The cargo area is quite huge. With all seats up, the Atlas offers 20.6 cubic feet of space. This increases to 55.5 cubic feet when the third-row is folded and 96.8 cubic feet with both rows folded. Only the new Chevrolet Traverse beats the Atlas with measurements of 23, 58.1, and 98.2 cubic feet.

    As a way to differentiate itself from other automakers, Mazda is trying to become more premium. This is clearly evident in the CX-9’s interior. The dash is beautiful with contouring used throughout, and a mixture of brushed aluminum and soft-touch plastics with a grain texture. If I were to cover up the Mazda badge on the steering wheel and ask you to identify the brand, you might think it was from a German automaker. Ergonomics aren’t quite as good as the Atlas as you have to reach for certain controls like those for the climate system.

    The CX-9’s front seats don’t feel quite as spacious when compared to the Atlas with a narrow cockpit and the rakish exterior are to blame. Still, most drivers should be able to find a position that works. The seats themselves have a sporting edge with increased side bolstering and firm cushions. I found the seats to be quite comfortable and didn’t have issues of not having enough support. Moving to the second row, Mazda only offers a bench seat configuration. This is disappointing considering all of the CX-9’s competitors offer captain chairs as an option. There is more than enough legroom for most passengers, but those six-feet and above will find headroom to be a bit tight. Getting into the third-row is slightly tough. Like the Atlas, the CX-9’s second row slides and tilts to allow access. But space is noticeably smaller and does require some gymnastics to pass through. Once seated, I found it to be quite cramped with little head and legroom. This is best reserved for small kids.

    Cargo area is another weak point to the CX-9. With both back seats up, there is only 14.4 cubic feet. This puts it behind most of the competition aside from the GMC Acadia which has 12.8. It doesn’t get any better when the seats are folded. With the third-row down, the CX-9 has 38.2 cubic feet. Fold down the second-row and it expands to 71.2 cubic feet. To use the GMC Acadia again, it offers 41.7 cubic feet when the third-row is folded and rises to 79 with both rows. Keep in mind, the Acadia is about six inches shorter than the CX-9.

    Infotainment

    All CX-9’s come equipped with the Mazda Connect infotainment system. The base Sport comes with a 7-inch touchscreen, while the Touring and above use a larger 8-inch screen. A rotary knob and set of redundant buttons on the center console control the system. Using Mazda Connect is a bit of a mixed bag. The interface is beginning to look a bit dated with the use of dark colors and a dull screen. Trying to use the touchscreen is an exercise in frustration as it is not easy to tell which parts are touch-enabled and not. On the upside, moving around Mazda Connect is a breeze when using the knob and buttons. Currently, Mazda doesn’t offer Apple CarPlay or Android Auto compatibility. Thankfully, this is being remedied with the 2019 model as Touring models and above will come with both.

    For the Atlas, Volkswagen offers three different systems. A 6.5-inch touchscreen is standard on the S. Moving up to either the SE, SE w/Technology, or SEL nets you an 8-inch screen. The top line SEL Premium adds navigation to the 8-inch system. All of the systems feature Apple CarPlay and Android Auto compatibility. The current Volkswagen system is one of the easiest to use thanks in part to intuitive menu structure and quick responses. Moving through menus or presets is easy as the system reacts to the swiping gesture like you would do on your smartphone. There are a couple of downsides to the Volkswagen system. One is there is no haptic feedback when pressing the shortcut buttons on either side of the screen. Also, the glass surface becomes littered with fingerprints very quickly. 

    I did have an issue with the system when trying to use Apple CarPlay. At times, applications such as Spotify would freeze up. I could exit out to the CarPlay interface, but was unable to get the apps unfrozen until I shut the vehicle off. After resetting my iPhone, this problem went away. This leaves me wondering how much of this problem was with my phone and not the infotainment system.

    Powertrain

    Both of these crossovers are equipped with turbocharged four-cylinder engines. The CX-9 has a 2.5L producing either 227 or 250 (on premium fuel) horsepower and 310 pound-feet of torque. The Atlas has a 2.0L producing 235 horsepower and 258 pound-feet. An optional 3.6L V6 with 276 horsepower is available for the Atlas. For the Mazda, power is routed to a six-speed automatic and the choice of front or all-wheel drive. The Volkswagen makes do with an eight-speed automatic and front-wheel drive only. If you want AWD, you need the V6.

    Thanks to its higher torque figure, the CX-9 leaves the Atlas in the dust. There is barely any lag coming from the turbo-four. Instead, it delivers a linear throttle response and a steady stream of power.  NVH levels are noticeably quieter than the Atlas’ turbo-four. The six-speed automatic delivers seamless shifts and is quick to downshift when you need extra power such as merging.

    The turbo-four in the Atlas seems slightly overwhelmed at first. When leaving a stop, I found that there was a fair amount of turbo-lag. This is only exacerbated if the stop-start system is turned on. Once the turbo was spooling, the four-cylinder did a surprising job of moving the 4,222 pound Atlas with no issue. Stab the throttle and the engine comes into life, delivering a smooth and constant stream of power. The eight-speed automatic provided quick and smooth shifts, although it was sometimes hesitant to downshift when more power was called for.

    Fuel Economy

    Both of these models are close in fuel economy. EPA says the CX-9 AWD should return 20 City/26 Highway/23 Combined, while the Atlas 2.0T will get 22/26/24. During the week, the CX-9 returned 22.5 mpg in mostly city driving and the Atlas got 27.3 mpg with a 60/40 mix of highway and city driving. The eight-speed transmission in the Atlas makes a huge difference.

    Ride & Handling

    The CX-9 is clearly the driver’s choice. On a winding road, the crossover feels quite nimble thanks to a well-tuned suspension. There is a slight amount of body roll due to the tall ride height, but nothing that will sway your confidence. Steering has some heft when turning and feels quite responsive. Despite the firm suspension, the CX-9’s ride is supple enough to iron out most bumps. Only large imperfections and bumps would make their way inside. Barely any wind and road noise made it inside the cabin.

    The Atlas isn’t far behind in handling. Volkswagen’s suspension turning helps keep body roll in check and makes the crossover feel smaller than it actually is. The only weak point is the steering which feels somewhat light when turning. Ride quality is slightly better than the CX-9 as Atlas feels like riding on a magic carpet when driving on bumpy roads. Some of this can be attributed to smaller wheels. There is slightly more wind noise coming inside the cabin.

    Value

    It would be unfair to directly compare these two crossovers due to the large gap in price. Instead, I will be comparing them with the other’s similar trim.

    The 2018 Volkswagen Atlas SE with Technology begins at $35,690 for the 2.0T FWD. With destination, my test car came to $36,615, The Technology adds a lot of desirable features such as three-zone climate control, adaptive cruise control, automatic emergency braking, blind spot monitoring with rear-cross traffic alert, forward collision warning, and lane departure alert. The Mazda CX-9 Touring is slightly less expensive at $35,995 with destination and matches the Atlas on standard features, including all of the safety kit. But we’re giving the Atlas the slight edge as you do get more space for not that much more money.

    Over at the CX-9, the Grand Touring AWD begins at $42,270. With a couple of options including the Soul Red paint, the as-tested price came to $43,905. The comparable Atlas V6 SEL with 4Motion is only $30 more expensive when you factor in destination. Both come closely matched in terms of equipment with the only differences being the Grand Touring has navigation, while the SEL comes with a panoramic sunroof. This one is a draw as it will come down whether space or luxury is more important to you.

    Verdict

    Coming in second is the Mazda CX-9. It may have the sharpest exterior in the class, a premium interior that could embarrass some luxury cars, and pleasing driving characteristics. But ultimately, the CX-9 falls down on the key thing buyers want; space. It trails most everyone in passenger and cargo space. That is ultimately the price you pay for all of the positives listed. 

    For a first attempt, Volkswagen knocked it out of the park with the Atlas. It is a bit sluggish when leaving a stop and doesn’t have as luxurious of an interior as the CX-9. But Volkswagen gave the Atlas one of the largest interiors of the class, a chassis that balances a smooth ride with excellent body control, impressive fuel economy, and a price that won’t break the bank.

    Both of these crossovers are impressive and worthy of being at the top of the consideration list. But at the end of the day, the Atlas does the three-row crossover better than the CX-9.

    Disclaimer: Mazda and Volkswagen Provided the Vehicles, Insurance, and One Tank of Gas

    Year: 2018
    Make: Mazda
    Model: CX-9
    Trim: Grand Touring AWD
    Engine: Turbocharged 2.5L Skyactiv-G Four-Cylinder
    Driveline: Six-Speed Automatic, All-Wheel Drive
    Horsepower @ RPM: 227 @ 5,000 (Regular), 250 @ 5,000 (Premium)
    Torque @ RPM: 310 @ 2,000 rpm
    Fuel Economy: City/Highway/Combined - 20/26/23
    Curb Weight: 4,361 lbs
    Location of Manufacture: Hiroshima, Japan
    Base Price: $42,470
    As Tested Price: $43,905 (Includes $940.00 Destination Charge)

    Options:
    Soul Red Metallic - $595.00
    Cargo Mat - $100.00

    Year: 2018
    Make: Volkswagen
    Model: Atlas
    Trim: 2.0T SE w/Technology
    Engine: Turbocharged 2.0L DOHC 16-Valve TSI Four-Cylinder
    Driveline: Eight-Speed Automatic, Front-Wheel Drive
    Horsepower @ RPM: 235 @ 4,500
    Torque @ RPM: 258 @ 1,600
    Fuel Economy: City/Highway/Combined - 22/26/24
    Curb Weight: 4,222 lbs
    Location of Manufacture: Chattanooga, TN
    Base Price: $35,690
    As Tested Price: $36,615 (Includes $925.00 Destination Charge)

    Options: N/A



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    27mpg combined is pretty impressive for a vehicle that large (the Atlas), though I wonder how the performance and MPG would suffer had it been the AWD model.

     

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    2 hours ago, frogger said:

    27mpg combined is pretty impressive for a vehicle that large (the Atlas), though I wonder how the performance and MPG would suffer had it been the AWD model.

     

    I can tell you fuel economy would take a major hit - EPA figures are 17 City/23 Highway/19 Combined

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    31 minutes ago, William Maley said:

    I can tell you fuel economy would take a major hit - EPA figures are 17 City/23 Highway/19 Combined

    WOW for AWD that really is a hit. Thank you

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    Wow, surprised to see the Atlas get the nod. 

     

    While not an enthusiast vehicle, it nails the mission statement buyers in this segment demand. If they just gave us the same turbo-V6 it gets in China, the thing would be near perfect. The old N/A VR6 has just reached the end of it's lifespan.

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    Fantastic write-up. 

    The Mazda is an excellent vehicle, but for the mission statement of a large crossover, the Atlas is just a better vehicle all around.  I view the CX-9 the same way I view the Infiniti QX70, a sportier crossover best for singles or DINKs. 

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    14 minutes ago, Drew Dowdell said:

    Fantastic write-up. 

    The Mazda is an excellent vehicle, but for the mission statement of a large crossover, the Atlas is just a better vehicle all around.  I view the CX-9 the same way I view the Infiniti QX70, a sportier crossover best for singles or DINKs. 

    I somewhat disagree.  CX-9 while compromised on space vs Atlas or Pilot still has plenty of space for a family of four (my family is family of four so I speak from experience).

    Personally, Atlas might be very practical but I just can't get past the ugly and boring exterior.  I would rather have Pilot or Ascent if I needed something with more room than CX-9. 

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    7 minutes ago, ykX said:

    I somewhat disagree.  CX-9 while compromised on space vs Atlas or Pilot still has plenty of space for a family of four (my family is family of four so I speak from experience).

    Personally, Atlas might be very practical but I just can't get past the ugly and boring exterior.  I would rather have Pilot or Ascent if I needed something with more room than CX-9. 

    I didn't say they were identical... just that the CX-9 is less roomy than most others in its class and has more of an emphasis on sport.   Someone buying one of these to haul the rugrats around usually is going for the most cubic feet per dollar.  For that, there is the Atlas, the Pilot, and the Traverse. 

    On looks alone, the CX-9 every day and twice on Sundays. 

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    8 minutes ago, Drew Dowdell said:

    I didn't say they were identical... just that the CX-9 is less roomy than most others in its class and has more of an emphasis on sport.   Someone buying one of these to haul the rugrats around usually is going for the most cubic feet per dollar.  For that, there is the Atlas, the Pilot, and the Traverse. 

    On looks alone, the CX-9 every day and twice on Sundays. 

    Sure. CX-9 is compromised in terms of space but after I drove one I got hooked and I think it will be my wife's next vehicle.  But I love driving (so does my wife to some extent). Most of the people I know will go just for practicality or the badge. 

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    22 minutes ago, ykX said:

    I somewhat disagree.  CX-9 while compromised on space vs Atlas or Pilot still has plenty of space for a family of four (my family is family of four so I speak from experience).

    Personally, Atlas might be very practical but I just can't get past the ugly and boring exterior.  I would rather have Pilot or Ascent if I needed something with more room than CX-9. 

    LOL, I find the Mazda to be butt ugly and trying to hard to look like the rest of Mazda ugly car family. Rather take an Atlas that truly looks more SUV like and deal with a boring look but more functionality.

    3 minutes ago, ykX said:

    Sure. CX-9 is compromised in terms of space but after I drove one I got hooked and I think it will be my wife's next vehicle.  But I love driving (so does my wife to some extent). Most of the people I know will go just for practicality or the badge. 

    Not ture, I love to drive and love performance as to why I own a Trailblazer SS. While not the best on interior space, it looks like a traditional SUV and drives like a Corvette out of hell. 😈

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    I'm fairly certain.... no... super certain... that the CX-9 will beat a TBSS the moment a corner is involved.  The TBSS was fast for its day, but it was never a renowned handling vehicle. 

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    23 minutes ago, Drew Dowdell said:

    I'm fairly certain.... no... super certain... that the CX-9 will beat a TBSS the moment a corner is involved.  The TBSS was fast for its day, but it was never a renowned handling vehicle. 

    That would be a fun drive comparison.  Unless they drastically updated the driving characteristics from the 2018 model year that I had for 2 weeks, I would say in comparison to the one I drove on my 25 wedding anniversary, that no my TBSS beats it. I doubt the CX9 could handle what I have done in the 130 -150mph range of my SS.

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    My SO likes the CX-9 more than most CUV's because it is  stylish and smallish for a 3 row CUV, but then she is 5'0" and we don't have 3 kids..  I wonder how it compares to the 2019 Sorrento V6.

     

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    2 hours ago, dfelt said:

    That would be a fun drive comparison.  Unless they drastically updated the driving characteristics from the 2018 model year that I had for 2 weeks, I would say in comparison to the one I drove on my 25 wedding anniversary, that no my TBSS beats it. I doubt the CX9 could handle what I have done in the 130 -150mph range of my SS.

    Just no... let it go.  There is no way a live axle, 15 year old, body on frame SUV is going to out-handle a brand new, unibody crossover with independent suspension and an advanced computer controlled AWD system.  Even just the center of gravity is going to be a giant disadvantage on the TBSS if nothing else not to mention weight. 

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    Apples and oranges; can't really compare old SUVs from the last decade with their cheesy plastic interiors to new CUVs.

    Edited by Cubical-aka-Moltar
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    What's funny about it Cubical-aka-Moltar ?  It looks better, it is RWD/AWD with longitudinal engine...  it certainly has more macho presence than the ninny Envision.

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    7 minutes ago, ocnblu said:

    What's funny about it Cubical-aka-Moltar ?  It looks better, it is RWD/AWD with longitudinal engine...  it certainly has more macho presence than the ninny Envision.

    Most Rainiers now are rusty old used SUVs, nothing 'macho' about that...

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    I agree with this write-up. The Mazda is the better car if you viewed every day as it’s own occasion. 

     

    But the VW is flat out the better 3 row family crossover.

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    14 hours ago, Drew Dowdell said:

    Just no... let it go.  There is no way a live axle, 15 year old, body on frame SUV is going to out-handle a brand new, unibody crossover with independent suspension and an advanced computer controlled AWD system.  Even just the center of gravity is going to be a giant disadvantage on the TBSS if nothing else not to mention weight. 

    Yes, from an engineering standpoint all the box's are ticked and it does beat my TBSS. Take driving experience into consideration and I still would put it up against a CX9 and in most cases unless it is another well experienced professional driver would win.

    But your point is valid and I do agree with it from that standpoint.

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    13 hours ago, ocnblu said:

    What's funny about it Cubical-aka-Moltar ?  It looks better, it is RWD/AWD with longitudinal engine...  it certainly has more macho presence than the ninny Envision.

    For it's day when new, not a bad looking SUV, but the Envision wins hands down as the better looking ute.

    See the source image

    See the source image

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    In the Ranier's time, off the top of my head, give me a 2007 4Runner Limited...
    In the Envision's time, give me almost any other ~45K two row CUV released in the last two years.

     

     

     

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    I don't need a 3rd row, so for the price, styling, features and broad range of trim levels, for a midsize, I'll stick with (surprise) Jeep Grand Cherokee.   

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    16 minutes ago, Cubical-aka-Moltar said:

    I don't need a 3rd row, so for the price, styling, features and broad range of trim levels, for a midsize, I'll stick with (surprise) Jeep Grand Cherokee.   

    We only occasionally use third row for short trips (kids friends, or if we going somewhere close with parents) so a tight third row not a huge problem for us.  But if we didn't need third row I think Grand Cherokee would be a strong contender for us.

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      “Mitsubishi has shown a new Outlander at the Geneva Motor Show earlier this year. Underneath the Outlander’s new sheet metal lies a new vehicle architecture and will have the choice between gas and plug-in hybrid power. The new Outlander also gets revised interior and new safety equipment. The question is will the new Outlander be able to fix the problems of the current one?”
      It has taken a fair amount of time to get my hands on the new Outlander. In that time, Mitsubishi has made a number of changes and updates to the Outlander lineup such as a revised exterior. Was it worth the wait?
      The Outlander’s shape is nothing too special with rounded corners, large glass area, and a set of 18-inch alloy wheels that comes standard on most models. For 2019, Mitsubishi has updated the Outlander’s front end with a new grille shape, headlights, and more chrome trim. It does help spruce up the design that has been with us since 2014. My only complaint is the dark silver paint on my tester. It makes the vehicle look like a giant blob. There isn’t anything that sets the interior apart from rivals. The design is somewhat plain, but material quality is quite surprising with an abundance of soft-touch materials. There is a fair amount of piano black trim, which does attract fingerprints. All Outlanders come with a 7-inch touchscreen running Mitsubishi’s latest infotainment system is standard. Those wanting Apple CarPlay and Android Auto need to step up to the SE or higher. My experience with the system mimics the Eclipse Cross; lags behind the competition in terms of the interface and performance, but its a huge step forward from the previous system. The Outlander is one of the few models in the compact crossover class that can boast having three-rows to allow seating for seven. This seat is best reserved for small kids due to the limited amount of leg and headroom. Having the third-row also eats into cargo space - 10.3 vs. 33 cubic feet with the seats folded. Front and rear seating is fine. There’s enough padding to keep everyone comfortable on a long trip, and most passengers will be able to stretch out. Most Outlanders come equipped with a 2.4L four-cylinder engine producing 166 horsepower and 162 pound-feet of torque. This is paired with a CVT and the choice of front or Mitsubishi’s Super All Wheel Control. Step up to the GT to get a 3.0L V6 packing 224 hp and 215 lb-ft of torque. There’s also a PHEV option which I talk about more in this first drive piece. The 2.4 is serviceable around town with brisk acceleration and minimal noise. But take the Outlander on the highway or fill it up with people and cargo, and the 2.4 feels overwhelmed. Not helping is the CVT that will drone quite loudly when you plant your foot on the gas. Fuel economy is mid-pack with EPA figures of 24 City/29 Highway/26 Combined for the AWD version - front-wheel drive models see a one MPG improvement. My average for the week landed around 24. One area that I was surprised by the Outlander was the ride. Over the varied surfaces on offer in the Metro Detroit area, the Outlander’s suspension smoothed out various bumps. It doesn’t feel comfortable around corners, showing noticeable body lean and a disconnected steering system.  The Mitsubishi Outlander answers the oddly specific question of, “what is the cheapest three-row crossover I could buy?’ I can see why someone on a tight budget would consider one as the Outlander provides a lot of standard equipment, along with seating for seven at a low price. It doesn’t hurt that Mitsubishi’s 5 year/60,000 mile new car warranty does provide peace of mind for those who want a bit of security. But it does become a poor value the higher you climb in price. My Outlander SEL S-AWC tester starts at $29.095. With the optional SEL Touring Package (forward collision mitigation, adaptive cruise control, LED headlights, and a 710W Rockford Fosgate audio system) and carpeted floor mats, the price ballooned to $33,225 with destination. For that amount of cash, you get into a decently equipped Volkswagen Tiguan or Mazda CX-5. I know dealers put cash on the hoods - most dropping the cost to under $30,000, but it is still a tough sell. Disclaimer: Mitsubishi Provided the Outlander, Insurance, and One Tank of Gas
      Year: 2019
      Make: Mitsubishi
      Model: Outlander
      Trim: SEL S-AWC
      Engine: 2.4L MIVEC SOHC 16-Valve Four-Cylinder
      Driveline: CVT, All-Wheel Drive
      Horsepower @ RPM: 166 @ 6,000
      Torque @ RPM: 162 @ 4,200
      Fuel Economy: City/Highway/Combined - 24/29/26
      Curb Weight: 3,472 lbs
      Location of Manufacture: Okazaki, Japan
      Base Price: $29,095
      As Tested Price: $33,225 (Includes $995.00 Destination Charge)
      Options:
      SEL Touring Package - $3,000.00
      Accessory Carpeted Floors Mats and Portfolio - $135.00
    • By Drew Dowdell
      Volkswagen of America May 2019 Sales
       
        May. 19
      May. 18
      Yr/Yr% 
      change
      May. 19 YTD
      May. 18 YTD
      Yr/Yr% 
      change
       Golf
       860 
       765 
      12% 
       3,019 
       3,458 
      -13% 
       GTI
       1,179 
       1,396 
      -16% 
       5,968 
       7,907 
      -25% 
       Golf R
       424 
       529 
      -20% 
       979 
       1770 
      -45% 
       e-Golf
       264 
       76 
      247% 
       1527 
       744 
      105% 
       Golf SportWagen
       1,107 
       1,261 
      -12% 
       3,809 
       6,826 
      -44% 
       Total Golf Family
      3,834 
       4,027 
      -4.8% 
       15,302 
       20,705 
      -26% 
       Jetta Sedan
      9,653 
       6,814 
      42% 
       40,487 
       25,726 
      57% 
       Jetta SportWagen      
       (now Golf  SportWagen)


                N/A 

      58 
      N/A 
       Total Jetta
      9,653 
       6,821 
      42% 
       40,487 
       25,784 
      57% 
       Beetle Coupe
      662 
       1,011 
      -35% 
       3,906 
       4,377 
      -11% 
       Beetle  Convertible
      1029 
       481 
      114% 
       3,806 
       2,462 
      55% 
       Total Beetle
      1,691 
       1,492 
      13% 
       7,712 
       6,839 
      13% 
       Passat
      1,294 
       4,757 
      -73% 
       10,659 
       18,563 
      -43% 
       CC

       67 
      -91% 
       33 
       263 
      -87% 
       Arteon
      245  N/A  N/A  323  N/A  N/A   Tiguan Limited

       1,355 
      -100% 
       194 
       7,732 
      -97% 
       Tiguan
       10,687 
       8,579 
      25% 
       47,759 
       38,314 
      25% 
       Total Tiguan
      10,692 
      9,934 
      7.6% 
      47,953 
      46,046 
      4.1% 
       Touareg
       14 
       190 
      -93% 
       112 
       1,298 
      -91% 
       Atlas
       8,273 
       3,923 
      111% 
       30,302 
       24,459 
      24% 
       Total Car
      16,723 
      17,164 
      -2.6% 
      74,516 
      72,154 
      3.3% 
       Total SUV
      18,979 
      14,047 
      35% 
      78,367 
      71,803 
      9.1% 
       TOTAL 
      35,702 
      31,211 
      14% 
      152,883 
      143,957 
      6.2%
    • By William Maley
      The Kia Forte could never claim to be the best compact car, but its low price and a long list of equipment made it an interesting alternative choice to the stalwarts of the compact class. This approach has worked well with the Forte becoming one of the brand’s best selling models. Kia wants to change the fortunes of the Forte with third-generation by not fully relying on price and value.  I spent a week in the top-line EX Launch Edition to see how it fares.
      The new Mazda3 is considered by many to be the sexiest compact car on sale. Running a close second is the Forte. Elements of the Stinger are used throughout such as power bulge on the hood, headlights that extend into the fenders, and sculpting along the side. The only place where the design falters is in the rear with a set of triangular pods housing the reversing lights and turn signals. They ruin the elegant and upscale look Kia is trying to go for.
      The Forte’s interior at first glance may look somewhat plain, with only a set of circular vents and a strip of faux metal trim running across the dash being the interesting bits. But Kia has done its homework in building a high-quality interior. Almost all of the plastics used are soft-touch and feature different textures to make the vehicle look and feel more expensive than the actual price. Clever touches such as dual-zone climate control being standard on all models and a two-tier bin allowing you and a passenger to place their phones also set the Forte apart.
      The EX features leatherette upholstery, a 10-way power seat for the driver, and heat/ventilation for those sitting up front. I found the seats to be very easy to find a comfortable position, along with providing excellent support for long trips. The back seat is mixed with a decent of legroom, but headroom being somewhat at a premium due to an optional sunroof for those above six-feet.
      All Fortes come with an 8-inch touchscreen as standard with Kia’s UVO infotainment system. Navigation is only available on the EX if you order the Launch Edition package. The current incarnation of UVO is starting to look somewhat old in terms of the interface. It cannot be beaten for the overall ease of use with large touchpoints, simple menu layout, and physical shortcut buttons underneath the screen. Android Auto and Apple CarPlay integration is standard across the board.
      Power comes from a 2.0L four-cylinder engine pumping out 147 horsepower and 132 pound-feet of torque. The base FE gets a six-speed manual, while higher trims use a CVT. The powertrain goes about its business surprisingly well around down with the engine providing decent pull and the CVT mimicking an automatic transmission. But this powertrain falters when you need to get up to speed quickly. The engine runs out of steam when going above 60 mph and there is a noticeable drone coming from the CVT.
      Fuel economy in the 2019 Kia Forte EX is rated at 30 City/40 Highway/34 Combined. My average for the week landed around 33.
      The Forte really shines when it comes to ride quality. Despite having a slightly stiffer ride compared to the last-generation model, the sedan glides over most bumps with no issue. Road and wind noise were about average for the class, and could easily be drowned out by turning up the volume slightly. Handling is about average for the class with a slight amount of body lean and steering providing decent weight.
      To sum up, the large effort Kia has put into the 2019 Forte shows. The combination of styling, a long list of features, balance between ride and handling, and a surprising base price make it a real threat in the compact car class. The only item that needs to be addressed is the engine - ten extra horsepower and torque could make the difference. 
      How I would configure a 2019 Kia Forte 
      While the EX Launch Edition does provide some desirable features such as adaptive cruise control, QI wireless charging, and a Harman/Kardon audio system, I would drop down to the mid-level S. At $20,290, you’re getting a lot of equipment such as 17-inch alloy wheels, automatic headlights, forward collision warning with automatic braking, and keyless entry. I would add the $1,200 S Premium Package to get LED headlights, automatic high beams, and a power sunroof. With destination, the price comes to $22,415. Alternatives to the 2019 Kia Forte
      Hyundai Elantra: Mechanically similar to the Forte, albeit with a face that will scare small kids. Two turbo engine options - one focused on the economy while the other is for sport - might be attractive to some. Honda Civic: Drives slightly better than the Forte and offers more body styles. But lower reliability scores and confounding infotainment systems may cause you to look elsewhere. Chevrolet Cruze: While it lacks a number of features found on the Forte, it does offer a slightly smoother and quieter ride. Plus, dealers are starting to push a lot of cash on the hoods to get them moving.   
      Disclaimer: Kia Provided the Forte, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia 
      Model: Forte
      Trim: EX
      Engine: 2.0L Multi-Port DOHC Inline-Four
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 147 @ 6,200
      Torque @ RPM: 132 @ 4,500 
      Fuel Economy: City/Highway/Combined - 30/40/34
      Curb Weight: 2,903 lbs
      Location of Manufacture: Pesqueria, NL, Mexico
      Base Price: $21,990
      As Tested Price: $26,220 (Includes $895.00 Destination Charge)
      Options:
      EX Launch Edtion - $3,210.00
      Carpeted Floor Mats - $125.00

      View full article
    • By William Maley
      The Kia Forte could never claim to be the best compact car, but its low price and a long list of equipment made it an interesting alternative choice to the stalwarts of the compact class. This approach has worked well with the Forte becoming one of the brand’s best selling models. Kia wants to change the fortunes of the Forte with third-generation by not fully relying on price and value.  I spent a week in the top-line EX Launch Edition to see how it fares.
      The new Mazda3 is considered by many to be the sexiest compact car on sale. Running a close second is the Forte. Elements of the Stinger are used throughout such as power bulge on the hood, headlights that extend into the fenders, and sculpting along the side. The only place where the design falters is in the rear with a set of triangular pods housing the reversing lights and turn signals. They ruin the elegant and upscale look Kia is trying to go for.
      The Forte’s interior at first glance may look somewhat plain, with only a set of circular vents and a strip of faux metal trim running across the dash being the interesting bits. But Kia has done its homework in building a high-quality interior. Almost all of the plastics used are soft-touch and feature different textures to make the vehicle look and feel more expensive than the actual price. Clever touches such as dual-zone climate control being standard on all models and a two-tier bin allowing you and a passenger to place their phones also set the Forte apart.
      The EX features leatherette upholstery, a 10-way power seat for the driver, and heat/ventilation for those sitting up front. I found the seats to be very easy to find a comfortable position, along with providing excellent support for long trips. The back seat is mixed with a decent of legroom, but headroom being somewhat at a premium due to an optional sunroof for those above six-feet.
      All Fortes come with an 8-inch touchscreen as standard with Kia’s UVO infotainment system. Navigation is only available on the EX if you order the Launch Edition package. The current incarnation of UVO is starting to look somewhat old in terms of the interface. It cannot be beaten for the overall ease of use with large touchpoints, simple menu layout, and physical shortcut buttons underneath the screen. Android Auto and Apple CarPlay integration is standard across the board.
      Power comes from a 2.0L four-cylinder engine pumping out 147 horsepower and 132 pound-feet of torque. The base FE gets a six-speed manual, while higher trims use a CVT. The powertrain goes about its business surprisingly well around down with the engine providing decent pull and the CVT mimicking an automatic transmission. But this powertrain falters when you need to get up to speed quickly. The engine runs out of steam when going above 60 mph and there is a noticeable drone coming from the CVT.
      Fuel economy in the 2019 Kia Forte EX is rated at 30 City/40 Highway/34 Combined. My average for the week landed around 33.
      The Forte really shines when it comes to ride quality. Despite having a slightly stiffer ride compared to the last-generation model, the sedan glides over most bumps with no issue. Road and wind noise were about average for the class, and could easily be drowned out by turning up the volume slightly. Handling is about average for the class with a slight amount of body lean and steering providing decent weight.
      To sum up, the large effort Kia has put into the 2019 Forte shows. The combination of styling, a long list of features, balance between ride and handling, and a surprising base price make it a real threat in the compact car class. The only item that needs to be addressed is the engine - ten extra horsepower and torque could make the difference. 
      How I would configure a 2019 Kia Forte 
      While the EX Launch Edition does provide some desirable features such as adaptive cruise control, QI wireless charging, and a Harman/Kardon audio system, I would drop down to the mid-level S. At $20,290, you’re getting a lot of equipment such as 17-inch alloy wheels, automatic headlights, forward collision warning with automatic braking, and keyless entry. I would add the $1,200 S Premium Package to get LED headlights, automatic high beams, and a power sunroof. With destination, the price comes to $22,415. Alternatives to the 2019 Kia Forte
      Hyundai Elantra: Mechanically similar to the Forte, albeit with a face that will scare small kids. Two turbo engine options - one focused on the economy while the other is for sport - might be attractive to some. Honda Civic: Drives slightly better than the Forte and offers more body styles. But lower reliability scores and confounding infotainment systems may cause you to look elsewhere. Chevrolet Cruze: While it lacks a number of features found on the Forte, it does offer a slightly smoother and quieter ride. Plus, dealers are starting to push a lot of cash on the hoods to get them moving.   
      Disclaimer: Kia Provided the Forte, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia 
      Model: Forte
      Trim: EX
      Engine: 2.0L Multi-Port DOHC Inline-Four
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 147 @ 6,200
      Torque @ RPM: 132 @ 4,500 
      Fuel Economy: City/Highway/Combined - 30/40/34
      Curb Weight: 2,903 lbs
      Location of Manufacture: Pesqueria, NL, Mexico
      Base Price: $21,990
      As Tested Price: $26,220 (Includes $895.00 Destination Charge)
      Options:
      EX Launch Edtion - $3,210.00
      Carpeted Floor Mats - $125.00
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