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William Maley

Buick News: Buick Envision: To Import or Not Import?

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If there is one vehicle that Buick dealers would like, it would be a model to slip between the subcompact Encore and full-size Enclave crossovers. Buick does have such a model, the compact Envision crossover which has been on sale in China since last year. In fact, some Buick dealers were polled about this very vehicle back in 2013. Two years on, many are scratching their heads as to why the Envision isn't here.

 

"It would fit perfectly in the Buick lineup at a time when crossover sales are growing fast. I'm sure a lot of Buick dealers wish they had it today," said Jack Nerad, executive market analyst at Kelley Blue Book.

 

Now many believe that the Envision will be coming to the U.S. sometime next year. According to Automotive News, it's likely that the Envision will be imported from China. This will likely be GM's first Chinese vehicle to be imported to the U.S.

 

But there are some complications to this. First, General Motors is in the middle of negotiating a new contract with the UAW. Union leaders would likely balk at the decision of importing a vehicle from China.

 

Buick is also trying to satisfy the growing demand for crossovers in China. In the first half of 2015, Buick has sold 57,413 Envisions. This puts sales of the Envision on track to over 100,000 units at the end of year. This could mean a limit of how many Envisions can be exported from the Shandong province plant in China.

 

Source: Automotive News (Subscription Required)


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Nice looking CUV that I think would sell well here for Buick and gain market share. GM needs to let the UAW build it here and not affect the China market.

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Build it where the Captiva is/was built.  The UAW will still hate that, but at least it isn't built in China.

 

Was that Spring Hill?

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if it looks like that turd, no, its not good enough to succeed here in a big way........

 

I hadn't been on here recently for a couple weeks because my dad passed away. Before that event, he had desired to get a Passat TDI.  He left instructions for mom to do as she wish but that they determined they would trade the DTS and S-10 and get one newer vehicle.  So I've been helping mom start to determine what SHE wants......she wants a crossover for ability to haul boxes and the taller seat height.

 

She loves the new Terrain my aunt has.  I showed her the Equinox, she likes that too.  (She didn't like the looks of the Encore although that would be PERFECT for her in her cramped condo parking garage.  I have no plans to show her a Captiva.

 

What I am finding out is for GM lifers there is not much of a path from the Terrain and Equinox to the SRX (which she probably can't afford).  Buick's volume is in the tank and they desperately need something to represent in the segment where imports are starting to dominate and where Edges and Escapes sell in bunches too.  A buick 2 row crossover that is Terrain or Edge sized would fill the gap rightly.  

 

BMW is going to go nuts unloading zillions of X1's...i know that may be smaller than the Terrain etc. but BMW will clean up in price points where something like this Buikc could jump in and be a needed godsend for all the Buick dealers.  It may even save the brand.

 

Buick can't live on just the extremes of the small Encore and the huge Enclave

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Build it where the Captiva is/was built.  The UAW will still hate that, but at least it isn't built in China.

 

Was that Spring Hill?

 

 

Mexico

Sorry for your loss Reg.

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Considering even GM is thinking of moving small cars to Mexico (sonic), they might build it here in MI.....

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Buick needs a CUV in between the Encore and the Enclave....but not this Envision....I envision (cool pun, huh?) a CUV sporty with  European flair...not Chinese flair...

 

4737927042085142835.jpg

7553258564284646.jpg

 

These are of a future Opel SUV rendering I found....THIS is kinda the look that the North American Envision and Enclave should follow through with...a family of CUVs and SUVs that follow this form...

 

There is a tad of Buick Avenir in that...the article says that Opel's Monza concept is very inherent in that design...

 

http://www.worldcarfans.com/115031090283/future-opel-flagship-suv-rendered

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What I read on the other GM forum was that the new Opel CUV (NG Opel Antara) was supposed to be the "Opel-ified" Envision, but it was apparently cancelled and sent back to the drawing board... I don't know if that means the US will skip this generation of the Envision, or if it will be imported from China just to add a few sales and have a presence in the segment until a NG appears...

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Very bland looking thing, hopefully something better is in store than that for NA.. Encores can get up there in price so to price out higher than that, it needs to have some "flair" as others mentioned.

  • Upvote 1

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I will not support a Chinese imported Buick.

+1

 

 

Haha, dude you realize there's an actual +1 button on these forums..?

 

YES! but I wanted to put emphasis and let you know IIIII did that.  lol

  • Upvote 2

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I will not support a Chinese imported Buick.

+1

 

 

Haha, dude you realize there's an actual +1 button on these forums..?

 

YES! but I wanted to put emphasis and let you know IIIII did that.  lol

 

 

Yeah but you still didn't click the button! MY REPUTATION IS AT STAKE.

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I will not support a Chinese imported Buick.

+1

 

 

Haha, dude you realize there's an actual +1 button on these forums..?

 

YES! but I wanted to put emphasis and let you know IIIII did that.  lol

 

 

Yeah but you still didn't click the button! MY REPUTATION IS AT STAKE.

 

Hahaha Wow, I really thought I had already done then and then I was like, fk it. I want to add the "+1" to put emphasis.. and completely forgot about the actual click! :banghead:

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Olds 442 has posted a sweet render.  It even has a sweepspear.  All it needs is a proper waterfall grille and some ventiports and it would be a winner here in the states.  The Chinese Envision is absolute milquetoast... somehow off in a hard-to-pin-down way.  Like a Chinese knock-off of a Buick.

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Olds 442 has posted a sweet render.  It even has a sweepspear.  All it needs is a proper waterfall grille and some ventiports and it would be a winner here in the states.  The Chinese Envision is absolute milquetoast... somehow off in a hard-to-pin-down way.  Like a Chinese knock-off of a Buick.

 

Ive always liked the interior of the Chinese Envision, but the exterior looked like just another Vue-ick.   I see lots of Captiva in it. 

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Olds 442 has posted a sweet render.  It even has a sweepspear.  All it needs is a proper waterfall grille and some ventiports and it would be a winner here in the states.  The Chinese Envision is absolute milquetoast... somehow off in a hard-to-pin-down way.  Like a Chinese knock-off of a Buick.

 

Ive always liked the interior of the Chinese Envision, but the exterior looked like just another Vue-ick.   I see lots of Captiva in it. 

 

Thanx BLU for the credit...

Ive seen interior pictures of the Chinese Envision and I too, think its a snazzy interior.

One thing I like about Chinese Buicks...is that the interiors are nicely done.

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Bad news. Saw this local newspaper this morning print edition and its online. The bad PR is already cemented

http://mobile.reuters.com/article/idUSKCN0QN21E20150818

X2. We need the envision to ditch echoes of VUE / captiva

Olds 442 has posted a sweet render.  It even has a sweepspear.  All it needs is a proper waterfall grille and some ventiports and it would be a winner here in the states.  The Chinese Envision is absolute milquetoast... somehow off in a hard-to-pin-down way.  Like a Chinese knock-off of a Buick.

 

Ive always liked the interior of the Chinese Envision, but the exterior looked like just another Vue-ick.   I see lots of Captiva in it.

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Buick, the absolute bedrock genesis of General Motors, the iconic number one US automaker forever... sending the lion's share of production overseas.  Enough to make one puke.

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Buick, the absolute bedrock genesis of General Motors, the iconic number one US automaker forever... sending the lion's share of production overseas.  Enough to make one puke.

To be fair...

Buick sales in Asia are @  about 1 000 000 units...combine Opel sales of the cars that Buick sells States side and that figure surpasses 1 000 000...by at least another 200 000.

 

Buick sales States Side....220 000 units....that would be 1 000 000 units that GM sells more OUTSIDE the US for those very same Buicks...

 

Let us not forget...that Oldsmobile also sold 1 000 000 units at one point in time...

What does that mean?

I dont know...alls I know...Buicks that are sold in America are Chinese based and German based cars....in which the world is gobbling them up at Oldsmobile breaking records...Its good that Buick has moved the emotion meter States Side...but Buick needs more emotion from the domestic buying public if it wants Buick to be continued to be sold here...because we all know what happened to that other once great American nameplate from GM's umbrella that also sold 1 million units...

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First you need to consider that GM is going into talks with UAW and CAW. What better leverage for Ingersoll or Oshawa than a Buick SUV. Word is the Terrain is moving to Springhill last I heard so that would open a slot.

As for the other Buicks like the Regal I would not be surprised if it is used as leverage or even moved to Germany as it originally was produced there. Opel could use the plant volume and the price point would permit it to be done.

I believe there is much more to this than what we are being told. All the Automakers are holding their cards to make deals here soon and new products are the Trump cards. {not the Don}

 

If they bring a SUV in from China like this the volume would be very small. I also do not think the profits from there would be all that great either. Lets face it GM does not own all the company in China and would have to share revenue. In Korea they own it all but not China. What is it 46%?

Edited by hyperv6

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I think the only way a Chinese built car (and especially a Chinese branded car) sells in the USA is if it is dirt cheap.  a made in China car is a tough sell. 

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First you need to consider that GM is going into talks with UAW and CAW. What better leverage for Ingersoll or Oshawa than a Buick SUV. Word is the Terrain is moving to Springhill last I heard so that would open a slot.

As for the other Buicks like the Regal I would not be surprised if it is used as leverage or even moved to Germany as it originally was produced there. Opel could use the plant volume and the price point would permit it to be done.

I believe there is much more to this than what we are being told. All the Automakers are holding their cards to make deals here soon and new products are the Trump cards. {not the Don}

 

If they bring a SUV in from China like this the volume would be very small. I also do not think the profits from there would be all that great either. Lets face it GM does not own all the company in China and would have to share revenue. In Korea they own it all but not China. What is it 46%?

 

I understand there are plenty of spots of Oshawa now.

 

I see most of the pearl clutching is over Buicks being built in China, but I think the biggest advantage to GM is building them in Europe.  They already have 30% to 40% excess capacity in their EU factories, so what better way to fill them than with a premium product that is relatively low volume.  Building Regals in Russelsheim would be a rounding error for that plant (it used to produce Astras).

 

Apparently the SRX is moving from Mexico to Springhill along with an unnamed GMC mid-size crossover.    Unless there are other products going in to the Mexico plant, I can see the Envision being built there and GM just (Le)sabre rattleing China at the UAW.

I think the only way a Chinese built car (and especially a Chinese branded car) sells in the USA is if it is dirt cheap.  a made in China car is a tough sell. 

 

How many people really know where their car is built?   Most german SUV buyers think their car was built in Germany without question.  I can just hear the gasps of denial if they were told their "Ultimate Driving Machine" or their "Best or Nothing" was built in North Carolina or Alabama respectively. 

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      Powertrain
      Under the CX-5’s hood is a 2.5L four-cylinder producing 187 horsepower and 186 pound-feet (up one from the 2017 model). Mazda has added cylinder deactivation for the 2018 model that allows the engine to run on just two cylinders to improve fuel efficiency. This is paired with a six-speed automatic and all-wheel drive. For the Tiguan, Volkswagen has dropped in a turbocharged 2.0L four-cylinder engine producing 184 horsepower and 221 pound-feet of torque. An eight-speed automatic and all-wheel drive complete the package.
      With a higher torque figure and being available between 1,600 to 4,300 rpm, the Tiguan should leave the CX-5 in the dust. But at the stoplight drag race, the CX-5 bests the Tiguan thanks to a sharper throttle response and a steady stream of power. The Tiguan’s turbo-four gets hit with a double-whammy of turbo-lag and a somewhat confused eight-speed automatic transmission, making it feel anything but eager to get off the line. As speeds climb, the story changes. The Tiguan’s engine feels more willing to get moving whenever you need to make a pass or merge onto a freeway. The CX-5’s engine runs out of steam and you’ll need to really work it to get up to speed at a decent rate.
      Fuel Economy
      The EPA says the 2018 Mazda CX-5 AWD will return 24 City/30 Highway/26 Combined, while the 2018 Volkswagen Tiguan AWD returns 21 City/27 Highway/23 Combined. Both models returned high fuel economy averages; the CX-5 return 28.5 while the Tiguan got 27.3 mpg during my week-long test. Both models were driven on mix of 60 percent city and 40 percent highway.
      Ride & Handling
      When I reviewed the 2017 Mazda CX-5, I said that it carried on the mantle of being a fun-to-drive crossover set by the first-generation. Driving on some of the back roads around Detroit, the CX-5 felt very agile and showed little body roll. The steering provides sharp responses and excellent weighting. The sporting edge does mean a firm ride, allowing some road imperfections to come inside. Not much road or wind noise comes inside.
      Volkswagen took a different approach with the Tiguan’s ride and handling characteristics. On rough roads, the Tiguan provides a very cushioned ride on some of the roughest payment. This soft ride does hurt the Tiguan when cornering as there is slightly more body roll. But that doesn’t make the Tiguan a bad driving crossover. The chassis feels very willing when pushed and the steering provides a direct feel.
      Value
      The 2018 Volkswagen Tiguan SE AWD begins at $30,230. This particular tester came to $31,575 with the optional Habanero Orange Metallic and fog lights. But the 2018 Mazda CX-5 Touring comes with more equipment such as radar cruise control, lane departure warning, 19-inch wheels, LED headlights, and power adjustments for the driver for only $2,175 less than the Tiguan SE’s base price. You can add navigation, Bose audio system, and sunroof as part of $1,200 Preferred Equipment package. When it comes to the midlevel, it is no contest as the CX-5 walks away.
      The script flips however when you put the 2018 CX-5 Grand Touring under the microscope. The AWD version begins at $30,945 and with a few options such as the Soul Red paint and Premium package, the vehicle seen here comes to $34,685. But you can get into the Tiguan SEL AWD that adds adaptive cruise control, power liftgate, and navigation for only $2,295 less than our as-tested CX-5. While the CX-5 does offer more of a premium interior, the larger interior and slightly better infotainment system give the Tiguan a slight edge.
      Verdict
      It feels weird to describe the verdict between the two compact crossovers as a decision to satisfy your desires or needs. The 2018 Mazda CX-5 falls into the former as it boasts a handsome look that very few models can match, luxurious interior, and handling characteristics that make you feel like you’re driving a sports car. As for the Tiguan, it falls in the latter camp by offering a spacious interior, smooth ride, and a better infotainment system. I consider these two to be the best-in-class. But deciding which one is better will ultimately come down to deciding whether to give into your wants or needs.
      Disclaimer: Mazda and Volkswagen Provided the vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Mazda
      Model: CX-5
      Trim: Grand Touring AWD
      Engine: 2.5L DOHC 16-Valve Inline-Four
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 187 @ 6,000
      Torque @ RPM: 186 @4,000
      Fuel Economy: City/Highway/Combined - 24/30/26
      Curb Weight: N/A
      Location of Manufacture: Hiroshima, Japan
      Base Price: $30,945
      As Tested Price: $34,685 (Includes $975.00 Destination Charge)
      Options:
      Premium Package - $1,395.00
      Soul Red Crystal Paint - $595.00
      Illuminated Door Sill Plates - $400.00
      Retractable Cover Cover - $250.00
      Rear Bumper Guard - $125.00
      Year: 2018
      Make: Volkswagen
      Model: Tiguan
      Trim: SE 4Motion
      Engine: 2.0L Turbocharged 16-Valve DOHC TSI Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 184 @ 4,400
      Torque @ RPM: 221 @ 1,600
      Fuel Economy: City/Highway/Combined - 21/27/23
      Curb Weight: 3,858 lbs
      Location of Manufacture: Puebla, Mexico
      Base Price: $30,230
      As Tested Price: $31,575 (Includes $900.00 Destination Charge)
      Options:
      Habanero Orange Metallic - $295.00
      Front Fog Lights - $150.00
    • By William Maley
      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

      View full article
    • By William Maley
      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
    • By William Maley
      Yesterday, we brought forth some spy photos of a new GMC subcompact crossover. At the time, we couldn't be certain to this as the two mules caught were under a lot of camouflage. But today we are confident in this as a fresh set of spy photos have come in revealing next Buick Encore and Chevrolet Trax.
      Both of the mules seen in the photos were caught testing on General Motors' proving grounds outside of Detroit. The Encore appears to be taking the evolutionary approach with its redesign. There is still the rounded shape and rising glass on the rear doors. A similar grille design to the Regal is up front. Chevrolet is taking a more drastic approach with the next Trax. The frumpy styling of the current model is out and a design inspired by the new Blazer is in. We can make out the split headlight arrangement and a large grille for the front. Other details that jump out include a wide hood and sharp corners.
      Its unclear whether or not both models will still use Gamma-2 or transition to the VSS-S architecture.
      Source: Autoblog, Motor1

      View full article
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