Large-14067-2022TiguanSELR-Line-OryxWhite

Mark Toljagic is an accredited automobile journalist with a pro-consumer bent - which also describes the condition of many of his own cars.

“Go big or go home” urges athletes to go all out in competition, and it’s a motivational expression that applies equally well in business.

The popular credo may have helped Volkswagen understand the North American sport-utility market better after its first small crossover, the Tiguan, failed to make much impact when it landed on our shores in 2009.

The automaker definitely got the “go big” memo when it made the second-generation Tiguan 19 centimetres longer in the wheelbase and almost a foot longer overall for 2018. We received the stretched Tiguan, while Europeans could also buy the smaller, short-wheelbase model.

The new Tig was based on VW’s $8-billion MQB A2 modular platform that underpins several models. It’s big enough to offer optional third-row seats inside the spacey cabin, although the rearmost pair really should only be assigned to kids and/or other pets (the colossal Atlas was introduced to do serious big-family hauling).

<img class="aligncenter size-full wp-image-177453" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14969-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1707" />

The Tiguan’s interior is airy and visibility is good to the front and sides thanks to narrow A-pillars, but the view out the back is obstructed by the rear pillars and headrests. The seating is well-shaped and supportive – if a little stiff – and there’s plenty of storage all around. Top-drawer cabin materials and assembly channel Audi, which makes sense since the luxury brand is part of the VW Group.

The generously sized touchscreen up front responds to swiping and pinching motions, and it also works with handy volume and tuning knobs. VW’s Car-Net infotainment system was thoroughly updated for 2018 and came standard with Apple CarPlay and Android Auto. Absent from earlier models, the new Tiguan offered a comprehensive array of driver aids, such as blind-spot monitoring and automatic emergency braking, standard on all Tigs except the base model.

A new engine motivates the Tiguan, working through a conventional eight-speed automatic transmission and VW’s 4Motion all-wheel-drive system (base models get by with front-wheel drive). The powerplant is a 2.0-litre turbocharged four-cylinder like the previous one but with fewer horses on tap, presumably out of a concern for fuel efficiency. It lost 16 horsepower, reduced to 184 hp, but gained 14 lb-ft of torque to 221 lb-ft, a trade-off that did not escape the notice of some buyers.

“The car hesitates very badly. At times, with the gas pedal to the floor, the car does nothing for 2-3 seconds, and then very sluggishly starts to move forward,” one owner posted online. Auto reviewers complained that turbo lag, combined with the transmission’s reluctance to downshift, makes the Tiguan feel pretty lethargic: 0 to 97 km/h took a sleepy 9.1 seconds. Another owner blamed the Tig’s unseemly weight gain.

“This engine belongs in a Jetta, not a 3,900-pound SUV. The miles per gallon are terrible. I manage to get around 25 mpg (11 litres/100 km),” one driver divulged online. Reference to the crossover’s heftiness is no exaggeration; critics noted that the redesigned Tiguan added 330 pounds (150 kg), making it a whopping 578 pounds (262 kg) heavier than a comparable Honda CR-V.

The Tiguan is decent enough to drive in the curves, although its electric power-steering system lacks on-centre feel at the wheel and fails to build proper weight with speed. Soft springs allow the compact crossover to pitch and roll through turns, belying the Tig’s German breeding.

Still, it’s comfortable over long distances and it’s certainly quiet enough at supra-highway speeds. In U.S. government (NHTSA) crash testing, the Tiguan earned five stars in overall and side crash tests, and four stars in frontal collision and rollover tests.

Not much changed until the 2022 model year, when the Tiguan earned some exterior styling tweaks, new interior detailing and technology, and expanded availability of driver-assist systems to match the competition. The drivetrain remains unaltered over the six years it’s been sold here, although the front-drive model has been dropped. The third-generation Tig is set to be released sometime in 2024.

<img class="aligncenter size-full wp-image-177454" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/Large-14975-2022Tiguan-scaled.jpg" alt="2022 Volkswagen Tiguan" width="2560" height="1706" />

WHAT OWNERS REPORT

The Tiguan’s appealing European styling, generous interior and large cargo area found plenty of buyers in Canada, effectively erasing memories of the too-small Tig that came before it. Owners have a few gripes, though, pointing to the optional third-row seating that’s more obstructive than helpful, and the awkward hesitancy the engine and transmission may exhibit, especially when starting from a standstill.

A big part of the story is the Tiguan’s dependability – a key factor when buying a used example without the benefit of a warranty. Unfortunately, there are significant mechanical issues to be aware of when shopping for the made-in-Mexico crossover.

First and foremost, the updated 2.0-L turbo engine can burn oil at a higher rate than what’s considered normal. The previous 2.0T engine consumed oil at a voracious rate in some instances, and it seems that Volkswagen engineers have not entirely solved the problem.

“VW considers it acceptable for their cars to burn through a quart (litre) of oil every 1,000 miles. This is not okay and not normal,” wrote a Tiguan owner in a post. On this point Consumer Reports doesn’t mince words, advising that any engine that burns oil between oil changes should be repaired under the powertrain warranty.

Some owners have reported a lit Electronic Power Control (EPC) warning lamp, indicating a problem with the throttle system, which could include the fuel-injection throttle body, traction control, cruise control or other systems. The EPC light is sometimes accompanied by limited power and acceleration. Cylinder misfires may be related to faulty fuel injectors or wiring harnesses.

The popular panoramic sunroof has a known problem with its drainage tubes that siphon rainwater away from the roof assembly. Leaking drains can drip into the interior, soaking the upholstery. One owner warned that the water can infiltrate the electronics and cause multiple issues, such as ABS/electronic stabilization control faults. A few owners have had the entire sunroof replaced.

That’s not the only structural issue. The B-pillar on both sides may rattle, owners say, an irritation that’s noted in a VW technical service bulletin. The TSB reportedly states that the problem is caused by the airbag modules rubbing on the metal frame and body.

Other mechanical glitches include malfunctioning power door locks, weak headlamps, leaking engine fluids, emergency brake assist that may stop the car at random, and overhead consoles that detach from the ceiling.

Overall the Tiguan is a stylish, competent compact crossover that’s an attractive alternative to the legions of Japanese and Korean crossovers dominating the Canadian market. But high-mileage examples will have no warranty, which means buyers have to budget for future repairs – and German parts are expensive (one owner cited the cost of an LED headlamp at $1,700).

Go big, but keep your eyes open.
<h3>2018-2023 Volkswagen Tiguan</h3>
BODY STYLE: 5- or 7-passenger compact crossover SUV

DRIVE METHOD: Front- or all-wheel drive; 8-speed automatic transmission

ENGINE: 2.0-L turbocharged four-cylinder (184 hp, 221 lb-ft)

FUEL ECONOMY: (Regular) 10.6/8.0/9.4 L/100 km city/highway/combined

CARGO VOLUME: 934 litres (33 cu ft)

TOW RATING: 680 kg (1,500 lbs)

PRICE: $26,000 (2018); $39,000 (2022)

Buying Used: 2018-2023 Volkswagen Tiguan

news 8-7 (7)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

New Hyundai Kona priced

Hyundai has priced the new for 2024 Kona crossover, and the price matches the changes to the new model: both are now larger, with the '24 Kona starting from $25,999 or $3,350 more than last year. With more width and a 60 mm longer wheelbase, there is at least more interior space to help justify the price. The Kona will also offer tech that's new to the brand like a digital key and OTA updates. The engines remain the same, a 147 hp 2.0L four and a 190 hp 1.6L turbo-four. The Kona Electric will come later. A Preferred trim starts from $28,499, with N Line AWD at $35,499 and an N Line AWD Ultimate at $38,499. They'll be at dealers later this summer.

Lexus RX PHEV

<img class="aligncenter size-full wp-image-177281" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-6-scaled.jpg" alt="Lexus RX PHEV" width="2560" height="1612" />

Lexus has just launched the first plug-in RX. The 2024 Lexus RX 450h+ offers 60 km of electric range and 2.8 Le/100 km thanks to its twin-motor AWD driveline and 2.5L four-cylinder. The 2024 RX 450h+ starts at $86,950 in Canada and comes only in top-spec Executive grade. The trim includes semi-aniline leather, a 14-inch display, Lexus Safety System+ 3.0, a 21-speaker Mark Levinson audio system, and just about everything Lexus can throw at an RX. The 2024 RX is at dealers now.

Electric Blazer

<img class="aligncenter size-full wp-image-177276" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-1-scaled.jpg" alt="Chevrolet Blazer EV" width="2560" height="1646" />

Chevrolet's 2024 Blazer EV will hit dealers next month and it will have a starting price of just under $60k, but not at the same time. Well, it's $63,298, but that includes freight, dealer fees, and AC tax, which is effectively under $60k. Chevy didn't detail the freight and fees, but it did say that the Blazer EV will qualify for federal and provincial EV incentives. That price gets you a 2LT trim with AWD, heated front seats and steering wheel, wireless charging, and adaptive cruise control. RS AWD models are the ones that will hit dealers first, for $73,298 with fees, and it also qualifies for incentives. 2LT models arrive in the fall and the range for the pair is expected to be 449 km on a full charge. A rear-drive RS is also expected in the fall with the same price as the AWD version but with 515 km of range. The sporty SS follows in the spring of 2024 and the 471 km range 2LT FWD trim is also coming sometime next year.

Nismo Z launches with more power, performance

<img class="aligncenter size-full wp-image-177280" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-5-scaled.jpg" alt="2024 Nissan Z NISMO" width="2560" height="1707" />

Nissan has launched the 2024 Z Nismo, a track-oriented version of the sports coupe. The Nissan Z Nismo's 3.0L twin-turbo V6 gets an extra 20 hp and 34 lb-ft for 420 and 384 respectively thanks to tuning by the Nismo performance arm of the automaker. The car will also get larger brakes front and rear and enhanced cooling for track use. It will also be offered only with a nine-speed automatic. Nissan says it has enhanced the box to cut shift times in half, and with the new Sport+ drive mode, it is quicker on a track than the stick. Nismo has stiffened the chassis and added aero tweaks like the extended front fascia, and fitted wider tires. Expect pricing and availability this fall.

Lightweight 911 S/T celebrates 60 years of iconic sports car

<img class="aligncenter size-full wp-image-177279" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-4-scaled.jpg" alt="Porsche 911 S/T" width="2560" height="1440" />

Porsche is marking 60 years of 911 with the 911 S/T. It's a new variant of the 911 that pairs the 518 hp 4.0L flat-six from the GT3 with a short-ratio six-speed stick and not much else. There are no fancy aero aids here, and Porsche even dropped the rear-axle steering to keep weight to just 1,380 kg (with help from carbon fenders, doors, roof, and more), and the car is tuned for performance road driving and not the track. The 911 S/T is the lightest car of the current 911 generation, 40 kg lighter than the 911 GT3 Touring. Only 1,963 versions of the car will be sold worldwide, and for the $343,900 Canadian sticker price you'll also get a special watch from Porsche Design.

40th Anniversary Jetta GLI

<img class="aligncenter size-full wp-image-177277" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-2-scaled.jpg" alt="VW Jetta GLI 40th" width="2560" height="1694" />

Volkswagen is celebrating 40 years of the Jetta GLI with a 40th Anniversary package for 2024. The 228 hp 2.0L four isn't changed, and it will offer a seven-speed dual-clutch or a six-speed stick. So what's different? A new seat upholstery created just for GLI 40 that VW says will be slightly different in each car. There will be GLI 40 badges, special wheels, and a black finish for the grille and some other bits. The cars start from $31,395 and will hit dealers later this summer.

2024 Mazda CX-5 updated

<img class="aligncenter size-full wp-image-177278" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/news-8-7-3-scaled.jpg" alt="2024 Mazda CX-5" width="2560" height="1708" />

Mazda has announced the 2024 CX-5 crossover will get slightly better fuel economy along with a slightly higher price. The GX trim starts from $32,250 with GS at $36,100, Kuro at $39,700, GT at $41,050, and Signature for $44,950. The new Suna Edition with terracotta accents is $44,200. The 2.5L NA models get auto start-stop and fuel economy improves slightly to 9.1 L/100 km city, 7.7 highway, while the 2.5T models are unchanged. AWD is standard across the CX-5 lineup.

News Roundup: 2024 Hyundai Kona and Lexus RX Plug-in, Plus Blazer EV and Lots More

2024 Atlas Cross Sport main header

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

SAUGERTIES, N.Y. – Volkswagen, the German auto giant that was car-centric as recently as 2013, is now firmly focused on SUVs, and there’s no better example of this sea change than the Atlas.

A three-row, seven-seater built at Volkswagen’s sprawling plant in Chattanooga, Tennessee, the Atlas has become the company’s standard-bearer in North America

Since arriving in the summer of 2017, the Atlas and its five-seat Atlas Cross Sport sibling introduced in 2020, have sold a staggering 564,000 units across North America to date, including 62,000 in Canada. It is now one of the best-selling three-row SUVs, so these updated models are important to say the least.

<img class="aligncenter size-full wp-image-177114" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0971-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

To reset, both Atlases are built on Volkswagen’s MQB (modular transverse matrix) platform, which underpins all gas-powered models. While both 2024s are virtually the same size as their predecessors, there’s a significant powertrain change. The VR6 (3.6-litre V6) has been dropped, leaving just the EA888 2.0-litre turbocharged four-cylinder, which is an updated version of the same engine found in the Golf GTI, as the only Atlas powerplant available.

As for output, the 2.0-litre turbo four produces 269 horsepower and 273 lb-ft. of torque. For reference, the outgoing VR6 produced slightly more horsepower (276), but less torque (266). The remainder of the powertrain is unchanged: 8-speed automatic transmission and standard 4Motion all-wheel drive.

Regarding exterior design, Volkswagen is throwing a lot at the ’24 Atlas. Up front, both cars receive new front-end styling which includes a wide chrome four-bar grille, and new LED headlights with an Adaptive Front-lighting System (AFS). LED daytime running lights wrap around the headlights and connect to an illuminated light bar above a lit VW logo.

<img class="aligncenter size-full wp-image-177115" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0987-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

A new front fascia with redesigned air intakes is further differentiated on the Cross Sport, which receives gloss black trim and a black X design element like the one on its compact Taos sibling.

At the rear, both cars receive a longer roof spoiler, an illuminated light bar and VW logo, while the Cross Sport has a redesigned diffuser insert as a means of differentiating it from the Atlas. New wheel designs, ranging in size from 18 to 20 inches are also on tap, with 21-inch alloys standard on Execline R-Line trims.

As significant as the updates are on the outside, the overhauling the Atlas cabin receives is even more extensive.

Long viewed as a weakness for the outgoing models, even among Volkswagen reps I’ve spoken to, the 2024 cars have been designed specifically to address concerns that the Atlas interior, while spacious, is too plain, uses too many cheap trim materials and isn’t an inviting place to inhabit.

<img class="aligncenter size-full wp-image-177110" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0929-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

From the base Comfortline up, the 2024 Atlas is replete with premium materials, soft-touch plastics, and fabrics covering just about every high-touch surface imaginable. From the stitching on the console bin cover to softer door panel inserts, to the dashboard, which has been redesigned and backlit with 30 ambient lighting colours, the Atlas cabin ups the premium ante in nearly every conceivable way.

On the tech front, all 2024 models come standard with a 12-inch floating infotainment touchscreen display and a 10.25-inch configurable Volkswagen Digital Cockpit Pro instrument cluster. A head-up display is available, as is a 45-watt fast smartphone charger, and dash-cam USB-C port mounted in the A-pillar.

Volkswagen Canada has re-ordered the lineup for 2024, by dropping the Trendline and adding the Atlas Peak Edition, an appearance-package grade based on the Basecamp Concept revealed in 2019. The Peak Edition comes outfitted with 18-inch black alloy wheels wrapped in all-terrain tires, black and silver body cladding, black trim and two unique exterior colours, Avocado Green, and Pure Grey.

<img class="aligncenter size-full wp-image-177105" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0870-scaled.jpg" alt="2024 Volkswagen Atlas Cross Sport" width="2560" height="1440" />

Volkswagen organized a scenic drive route through the Catskill Mountain region of New York. The weather was hot and sunny, ideal conditions to test the new Atlases on the two-lane roads that winding their way through some of the most picturesque areas in the state.

The 2.0-litre turbo four offers impressively snappy acceleration, both from rest and at speed, and can be quite spit snarly when one mashes the throttle. Dialling the drive mode selector to sport, really livens things up, with a much sharper throttle response and delayed upshifting from the eight-speed automatic.

The combination of higher torque delivery from lower in the powerband (28 percent higher Volkswagen says), delivers multiple benefits, including better fuel efficiency, 0.8 second faster 0-97 km/h (60 mph) time, and the same towing capacity (5,000 pounds) as the outgoing model.

Atlases are big SUVs, but their crisp handling belies their size and weight. They are responsive, with direct steering and a comfortable ride.

<img class="aligncenter size-full wp-image-177116" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E1009-scaled.jpg" alt="2024 Volkswagen Atlas" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-177104" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_E0834-scaled.jpg" alt="2024 Volkswagen Atlas Cross Sport" width="2560" height="1440" />

Beyond snappy performance, what also impresses is an overhauled cabin that looks and feels premium. The two grades I drove were U.S.-spec SEL Premium R-Line models (Execline R-Line equivalent), so they were fully loaded, but the most impressive changes filter down to the base trims, such as big digital screens, higher quality trim materials, ambient lighting, and better seats.

The only thing the ’24 Atlas gets wrong is the lack of hard buttons and knobs for climate controls and stereo volume and tuning. Fortunately, the GTI I drove to the event, which uses the same multimedia touchscreen, allowed time for adjusting but it could be quite challenging for those unfamiliar.

The shortcut buttons located below the screen are handy, sort of, but touch-sensitive sliders for warming and cooling and raising and lowering fan speed are distracting and fussy to use. A global redesign is coming for future Volkswagens, but it’s unknown when these changes will impact the Atlas family.

Despite a needlessly fussy touchscreen, the depth and breadth of the updates the ’24 Atlas and Atlas Cross Sport receive should make them compelling options for consumers. They’re more handsome on the outside, more premium on the inside, but still have loads of space and a more spirited driving character.

Seems like a winning formula.

2024 Volkswagen Atlas pricing

Comfortline – $49,995
Peak Edition – $53,995
Highline – $56,995
Execline R-Line – $59,995

2024 Volkswagen Atlas Cross Sport pricing

Comfortline – $48,895
Highline – $55,895
Execline R-Line – $58,895

The 2024 Volkswagen Atlas and Atlas Cross Sport go on sale this summer. 

2024 Volkswagen Atlas

BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, 8-speed automatic transmission
ENGINE: 2.0-litre turbocharged four-cylinder (269 hp / 273 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.2 / 9.2 / 10.8 L / 100 km (city / highway / combined)
CARGO VOLUME: Atlas – 2,735 / 1,572 / 583 litres (96.6 / 55.5 / 20.6 cu ft.) (behind first / second / third row)
MAXIMUM TOWING: 5,000 pounds (2,268 kg)
PRICE: $49,995 base, excl. freight, taxes, and fees
WEBSITE: <a href="http://www.vw.ca">www.vw.ca</a>

2024 Volkswagen Atlas and Atlas Cross Sport First Drive Review

news 5-29 (1)

All-new BMW 5 Series and i5 EV

BMW is introducing the 2024 5 Series with an all-electric i5 and no V8 model. Instead the only gas 5er at launch with be the 255 hp 530i xDrive for $70,500. The new 5 Series is longer and wider, and BMW says it drives better than the car it replaces. It will also come loaded with tech beyond the 590 hp and 412 km of range electrical system the i5 M60 ($95,000) offers. The i5 will offer a hands-on driver assistance system that can automatically change lanes with just a glance from the driver at their mirror. The new 5 gets BMW's twin-screen Curved Display that merges the 12.3-inch dash and 14.9-inch centre screen into one bezel. The system uses BMW's latest iDrive which includes gesture controls. BMW plans to add a PHEV for Canada in 2024 and the new 5 should hit dealers around the end of 2023.

Ford will use Tesla charge ports

<img class="aligncenter size-full wp-image-176333" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-4-scaled.jpeg" alt="Ford Tesla" width="1920" height="2560" />

Ford has inked a massive deal with Tesla that will see Blue Oval models able to charge at more than 12,000 Tesla Supercharger fast-charge stations across Canada and the U.S. Ford will begin including a Tesla plug adaptor with its EVs starting next year and in 2025 will offer its EVs with a Tesla plug built-in. The compatibility will specifically be for V3 (and likely newer) Tesla Supercharger stations. This brings Ford's total network of fast-charge stations to nearly 100,000 in North America. Ford also confirmed that it would be launching a "series of next-generation EVs" beginning in 2025.

2024 VW Atlas pricing

<img class="aligncenter size-full wp-image-176332" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-3.jpg" alt="2024 VW Atlas" width="2500" height="1667" />

Volkswagen announced pricing for the refreshed 2024 Atlas crossover. The Atlas drops its base trim and its VR6 engine, so pricing is up slightly. The 2024 Volkswagen Atlas starts from $49,995, with the 2024 Volkswagen Atlas Cross Sport from $48,895. A new 269 hp 2.0L turbo-four is now the only engine. Making Comfortline the entry spec means that wireless app connect, power hatch, heated and ventilated front seats and other comfort features are now standard. Also new for 2024 is the Peak Edition trim, a rugged off-road appearance grade that comes with all-terrain tires.

New MyNissan app

<img class="aligncenter size-full wp-image-176334" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-5.png" alt="My Nissan app" width="2218" height="2310" />

Nissan has launched a new MyNissan app for its customers. The new app includes vehicle functions like remote locking and unlocking, vehicle customization, and other convenience features. It also lets customers schedule maintenance and access emergency services. Owners can even see their payment information if financed through Nissan. Nissan Ariya EV owners will be able to see EV-specific information like battery status, time until charge complete, and range, all from their smartphone or smartwatch.

Maybach Night Series

<img class="aligncenter size-full wp-image-176331" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-2.jpg" alt="Maybach night series" width="2500" height="1767" />

Mercedes has just announced a new grade for its top-shelf Maybach models. The Mercedes-Maybach Night Series adds exquisite details like dark chrome and new intricately textured surfaces. On the EQS SUV, it will include pinstripes on the grille, exclusive two-tone paint, and rose gold headlight accents. On the S-Class, it will include a similar two-tone finish and rose gold as well as its own unique interior colour options. Also offered will be the most ostentatious wheels we've ever seen, covered in an array of Maybach logos on the wheel face.

News Roundup: Tesla/Ford Partnership, 2024 Atlas, BMW i5, More

Volkswagen ID.7

The latest electric Volkswagen is a sedan. The Volkswagen ID.7 is an electric sedan larger than the recently dropped Passat that promises an electric range of up to 700 km on the WLTP cycle. Sedans aren't exactly selling well here in North America anymore, but VW plans to bring this one anyway.

Like the company's other EVs like <a href="https://www.wheels.ca/reviews/2022-volkswagen-id-4-review">the ID.4</a> and the upcoming ID. Buzz, the Volkswagen ID.7 uses VW's MEB electric architecture. It's highly flexible and scalable, which is why it can underpin a compact hatchback as well as this 4,960 mm long four-door hatch. That's right, this big sedan is also a hatch.

The MEB platform has been around long enough that VW has developed a new generation of electric powertrain to install in it. This generation is more efficient. With 282 hp from a single motor, it is also VW's most powerful electric motor yet.

<img class="aligncenter size-full wp-image-175747" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/id-5.jpg" alt="Volkswagen ID.7" width="2500" height="1667" />

All versions of the ID.7 will get that same motor, but there will be different sizes of battery available. Without giving away specific sizes, VW said that the largest would offer up to 700 km of range on the WLTP test cycle. Expect that to translate to between 550 and 600 on the test cycles used here. Like other MEB platform vehicles, charging at up to 200 kW will be possible.

Around 50 mm longer than a Passat, and with the long wheelbase we expect from EVs, the ID.7 should be massive inside. Volkswagen has filled the space with new luxury trimmings the likes of which we haven't seen since the company's Phaeton sedan which left Canada in 2006.

The features include heated and ventilated seats as well as a new available massage function. ID.7 will have a new panoramic sunroof with electrically tinted glass, with the roof and most other functions able to be controlled by voice.

<img class="aligncenter size-full wp-image-175744" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/id-2.jpg" alt="Volkswagen ID.7" width="2500" height="1667" />

A 15.0-inch centre screen provides infotainment. The company is using it to launch a new interface after buyers were less than impressed with the system launched in the ID.4 and some other recent vee-dubs. While there don't seem to be more buttons, VW has made changes like adding a backlight to the touch sliders, making them easier to see.

The gauge cluster is small, but VW doesn't expect you to use it all that much. That's because there is a new augmented reality head-up display that will show you most of what the dash could along with plenty more.

VW has used the car's size for more than just cabin space. A long sedan makes it easier to optimize the car for the wind tunnel while still having enough space for people and mechanical hardware. To that end, VW says the ID.7 will have a drag coefficient of just 0.23. The car's slipperiness (along with not being a bigger, heavier crossover SUV) plays a big part in that expected long range.

<img class="aligncenter size-full wp-image-175743" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/id-1.jpg" alt="Volkswagen ID.7" width="2500" height="1667" />

The ID.7 has a healthy dose of high-tech driver assists, too. That includes Travel Assist with Swarm Data, which can handle "lateral and longitudinal control." In other words, it can steer and accelerate to help out with lane changes on high-speed highways. It also has the ability to record your last 50m of parking maneuvers and undo your parking job by itself.

Volkswagen says the ID.7 is the third of its planned 10 new EVs by 2026. It comes after the refreshed ID.3 and the long wheelbase <a href="https://www.wheels.ca/news/volkswagen-reveals-2024-id-buzz-electric-van">ID. Buzz</a>. The car will launch in Europe and China this fall and is expected here sometime in 2024.

&nbsp;

Volkswagen Reveals Long Range ID.7 Electric Sedan

Volkswagen Group steps up activities in North America – Canada

The Volkswagen Group and its new battery company PowerCo have been looking for a place to build a new battery factory. A facility that could initially supply more than half a million electric vehicles per year. They have now announced the location for the gigafactory, and it is coming to Canada.

VW and PowerCo announced last year that they were looking to build a battery plant in North America, but weren't willing to narrow down the list of locations. Though CEO Oliver Blume called Canada "a logical option" for a plant based on this continent.

That announcement came just a few months after <a href="https://www.wheels.ca/news/mercedes-benz-vw-partner-with-canadian-government-to-source-raw-materials-to-support-ev-production">VW Group and the federal government</a> entered a memorandum of understanding surrounding EV battery raw materials. The MoU said that both parties planned to continue to cooperate with the Canadian mining sector to secure a supply of metals like lithium, cobalt, and nickel, all crucial to EV battery cells.

Today's announcement is the plant location. The PowerCo gigafactory will be built in St. Thomas, Ontario. The city was previously home to a Ford auto factory as well as a Sterling truck plant. City officials recently announced that they had made possible a new 600-hectare site they were pitching to automakers for exactly this purpose.

“Our gigafactory in Canada sends a strong message: PowerCo is on track to become a global battery player. With the expansion to North America, we will enter a key market for e-mobility and battery cell production, driving forward our global battery strategy at full speed. Canada and Ontario are perfect partners for scaling up our battery business and green economy jobs, as we share the same values of sustainability, responsibility and cooperation. We are committed to be a reliable partner and good neighbor for the people in St. Thomas and Ontario,“ said PowerCo Chair Thomas Schmall.

This is the second gigafactory announcement for Canada. The first came from Stellantis, which announced plans for a $5b EV battery plant that is currently under construction in Windsor, ON. While the Stellantis/LG Chem plant is expected to open in 2024, the Volkswagen Group plant is set for 2027.

“Today’s announcement by Volkswagen is a true testament to our highly skilled workforce and Canada’s strong and growing battery ecosystem. VW’s decision to establish its first overseas gigafactory in Canada speaks to our country’s competitiveness when it comes to attracting major investments. It is also a vote of confidence in Canada as the green supplier of choice to the world. With Volkswagen and PowerCo, our government looks forward to working together towards a cleaner, more sustainable and resilient economy,“ said the Honourable François-Philippe Champagne, Canada’s Minister of Innovation, Science and Industry.

Volkswagen Group's facility will construct battery cells. Hundreds of these cells go into each EV battery pack. The cells will supply VW's existing plant in Chattanooga, TN. They will also go to the new Scout EV-off-road vehicle VW is planning to build in South Carolina.

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VW Announces Massive Battery Cell Plant for Ontario

Guillaume Fournier Photographe-GFV_9910

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

Before being an automotive journalist, I worked as a technical writer. My job essentially consisted of writing end-user documentation to help users better understand a given product. I, along with my colleagues, would put together user manuals, instruction booklets, shop manuals for mechanics, service bulletins and even recalls.

Among the different fields I did this in, I was once employed by a company called True Key. Over there, I’d often work with the UX (user experience) department. Together, we would ensure the smoothest, most seamless operation of our app. We would spend weeks working on a single menu, streamlining it, overthinking it, and writing the correct sentences so the user could enjoy using our service.

That job has gotten me highly critical about UX in general, even to this day. That’s probably why I’ve been giving the eight-generation Volkswagen Golf – only sold in Canada as the Golf GTI and <a href="https://www.wheels.ca/search?search=golf+r&amp;author=&amp;date=365&amp;tab=articles#:~:text=Apr%2022%2C%202022-,REVIEWS,2022%20Volkswagen%20Golf%20R%20Review,-ADVERTISEMENT">Golf R</a> – a hard time. Since its release in 2022, I, along with other automotive journalists have been ranting away about how bad its ergonomics have become. And that’s too bad, because underneath the GTI’s skin lies what could have been the best hot hatchback on sale.

An Opus That’s Hard to Beat

To Volkswagen’s defense, it had a steep hill to climb when given the task of replacing the last-generation Golf (MK7), arguably the best in the car’s history.

Under Ferdinand Piëch’s supervision, Volkswagen became an overachieving, engineering-driven carmaker. Between building W8 Passats and developing the record-beating Bugatti Veyron, everyone at the Volkswagen group worked overtime at exceeding the boss’ expectations, or else.

The <a href="https://www.wheels.ca/vehicle-reviews/review-2021-volkswagen-golf-gti">seventh-generation Golf</a>, sold in Canada from 2015 to 2021, was born in that kind of environment. It was not only a very good car, but it was also disrupting segments that had nothing to do with it. Here’s a fun fact about the MK7: when VW put it to market in Europe in 2013, Mercedes-Benz delayed the launch of its C-Class luxury sedan to improve it. That’s how strong the Golf’s ripples were.

It's fair to say then that the MK8 had big shoes to fill, which is why Volkswagen didn’t alter the overall package much. It’s about the same size as the old car but with a slightly more contemporary design language. It remains one of the cleverest hatchbacks on sale. Neither too big, nor too small, the GTI fits four comfortably, albeit having a slightly small rear seat. Its hatchback configuration also makes it ultra practical, yielding cargo space that’s on par with some small SUVs.

<img class="aligncenter size-full wp-image-174901" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9994.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

<img class="aligncenter size-full wp-image-174900" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9986.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Volkswagen understands not messing with a good recipe, which is why the car’s hardware is mostly carried over from before. The platform, an evolution of the old car’s (MQB Evo), was reinforced in key areas to improve chassis rigidity and solidity during a crash. Underneath the hood sits the same turbocharged 2.0-liter four-cylinder engine as before (EA888 Evo 4), but with significant improvements and more power.

Horsepower climbs from 228 to 241 and torque, from 258 to 273 lb-ft. The drivetrain can still be mated to either a 6-speed manual transmission or, in this case, a 7-speed dual clutch automatic. Yes, the GTI is still front-wheel drive only via an electro-mechanical limited-slip differential. All-wheel drive is reserved for the almighty Golf R. But since the Golf GTI is a lighter car and its horsepower figures have gone up, its level of performance is almost in the same league as the R’s now.

A Frustrating Interior

Strapping yourself inside a Golf GTI is still a bit of a squeeze if you’re tall due to narrow door openings. Once inside however, the sport bucket seats offer great bolstering and lumbar support, albeit giving you an awkward feeling of kissing the ceiling. Visibility is however top notch in a GTI.

<img class="aligncenter size-full wp-image-174886" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0002.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

This is where things sadly start falling apart. Not only is build quality not on par with what VW has accustomed us to in the past, the entire car’s controls are a total mess. For instance, the steering wheel is smeared with haptic feedback buttons that never seem to operate consistently. Sometimes they respond to the slightest touch, other times you might need to smash it.

On the centre stack, VW has eliminated pretty much all physical buttons, but left four quick keys to access various areas of the infotainment system, like climate, drive modes and driver assistance technology. Hitting a button will take a few seconds to open the desired screen, because it lags, especially when the car is cold.

<img class="aligncenter size-full wp-image-174885" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_0001.jpg" alt="2023 Volkswagen GTI" width="2080" height="1387" />

Volkswagen does at least leave a haptic slider to adjust audio volume and cabin temperature. The problem is that the slider doesn’t illuminate at night, so you’re forced to operate everything from that awful system. What’s more, removing the very intrusive driving aids will require you to repeat the operation each time you turn on the car. Because, no, it’s doesn’t remember your prior settings. After spending a week with the GTI, I was about to rip the screen out of the dashboard from frustration. It’s that bad. Luckily, Volkswagen announced that an update is coming to fix all of that.

The Drive is Still Sweet

Thankfully, once you’ve set everything to your liking in the cabin, the GTI lets you unwind by letting it loose on an open piece of tarmac. And my gosh does it deliver. The formula is still just right. The GTI pulls strong in any gear, with ample low-end torque and a willingness to rev to redline. The dual-clutch gearbox is a gem. It’s quick to respond, always knows what to do, and disappears in the background during casual driving. It’s so good, that I would consider choosing it over the manual.

Chassis tuning remains this car’s best asset. The Golf GTI’s suspension damping is both compliant during casual driving and stiff enough when pushing it through a mountain. That’s because it has adaptive dampers that alter their characteristics according to the selected drive mode. But even in the stiffest setting, the GTI rides smoothly, with a solid and mature feeling overall.

<img class="aligncenter size-full wp-image-174898" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/Guillaume-Fournier-Photographe-GFV_9963.jpg" alt="2023 Volkswagen Golf GTI" width="2080" height="1387" />

Throw the GTI hard into a corner, and it claws the tarmac. The limited-slip differential allows you to gracefully carve your way around the bend. The GTI allows you to drive it like a hero, all the time. It’s a companion that’s always willing to follow you in your next crazy adventure. Once you’re done hooning it around, it becomes just another Golf. It’s discrete, comfortable, practical, and surprisingly thrifty. During my time with the car, in winter, I recorded a 9.0L/100 km average. For a powerful hot hatch, that’s more than decent.

The 2023 Volkswagen Golf GTI feels like it was designed by two different departments that didn’t speak to each other until the end of the development process. On one side, the engineers developed a fantastic hot hatchback that’s quick, fun and composed. On the other, the people at the UX department appear to have never driven a car in their life. What I learned in my past career is that bad UX has the potential to ruin even the best products. The MK8 Golf GTI perfectly makes that point.
<h3>2023 Volkswagen Golf GTI</h3>
BODY STYLE: Five-door compact car

CONFIGURATION: Front engine, front-wheel drive

ENGINE: Turbocharged 2.0L I4 (241 horsepower @ 5,000 rpm / 273 lb-ft @ 1,750 rpm).

TRANSMISSION: 7-speed dual clutch automatic

FUEL CONSUMPTION: 9.7 L/100 km (city) / 7.0 L/100 km (highway) / 8.5 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 9.0 L/100 km

CARGO CAPACITY 564 liters (977 liters total)

PRICE: $42,159 (as tested)

WEBSITE: <a href="https://www.vw.ca/en.html">Volkswagen</a>

2023 Volkswagen Golf GTI Review

23VW01_Atlas_Exterior_1205

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

A majorly refreshed version of VW's largest SUVs will grace showrooms in the 2024 model year. On tap for the Volkswagen Atlas and <a href="https://www.wheels.ca/reviews/2023-volkswagen-atlas-cross-sport-review">Atlas Cross Sport</a> are significant upgrades to their interiors, massaged fascias, and – most notably – a snazzy new powertrain.

We’ll start with the latter. Gone are the old four-banger and V6 options, replaced by a 2.0L turbocharged mill across the board. This direct injection mill makes 269 horsepower and 273 lb.-ft of torque, mated to an eight-speed automatic and standard all-wheel drive. This is slightly off the outgoing V6’s 276 ponies but a tad better than that engine in terms of torque. Being turbocharged, maximum grunt will probably appear lower down the rev range – great for towing. Speaking of, these 2024 models will be able to haul 5,000 pounds, just like their predecessors.

<img class="aligncenter size-full wp-image-174613" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/23VW01_Atlas_Running_0636-scaled.jpg" alt="Volkswagen Atlas" width="2560" height="1707" />

A new front design for 2024 will be easy to spy in traffic, and there will be more points of diversity between Atlas and Atlas Cross Sport for those who use these two in a game of spot-the-difference. LED headlamps bookend a four-bar grille in both cars, but Cross Sport features extra gloss-black details and an ‘X’ design element stretching across its lower fascia. On all but base trims, daytime running lamps wrap around the headlights and continue into an illuminated lightbar which sits atop an illuminated VW logo.

<img class="aligncenter size-full wp-image-174616" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/23VW01_Atlas_Interior_0003-scaled.jpg" alt="Volkswagen Atlas" width="2560" height="1709" />

Open the doors and you’ll find a revamped interior for ’24 with more soft-touch materials than last year and trim which flows nicely from door to dash. An available 12-inch infotainment display is a cabin focal point in the redesigned cockpit, while every trim level gets the trick 10.25-inch gauge cluster the brand likes to call Digital Cockpit Pro. There will be up to 8 USB ports (thank you, VW) and all manner of wireless connectivity. Techies are going to enjoy the now-standard IQ.DRIVE, a driver assistance technology featuring hands-on driver aids like lane centring and alerts

For readers caught napping, the Atlas is VW’s largest SUV, offering three rows of seats and a bluff-like face which competes well with stern offerings from other brands. Meanwhile, the Cross Sport is a two-row affair with a more aggressively sloped rear window that also changes the shape of its cargo area compared to its upright brother. In other words, it’s built for customers who want an SUV with more sport and less utility.

Further details, such as specifications and pricing will be announced ahead of the launch in early Q3 this year.

Volkswagen Atlas and Atlas Cross Sport heavily refreshed for 2024

IMG_4000

For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

With the Atlas Cross Sport, Volkswagen takes a solid concept – the high-selling, sturdy and roomy Atlas SUV – and gives it a nip here and a tuck there for a more sporty-looking, more unique take on the idea. The roofline gets a sharp rake at the rear and that’s matched by a more aggressive windshield, the third row is dropped and the Atlas gains a bit of a different vibe. My tester, meanwhile, came powered with the 3.6-litre V6 good for 276 horsepower and 266 pound-feet of torque, but you can have a 2.0-litre turbo-four good for 235 hp and 258 lb-ft – both engines make the same power here as they do in the standard Atlas and all models come standard with 4Motion AWD.

<img class="aligncenter size-full wp-image-174130" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4032.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

Of course, once you step inside this Atlas Cross Sport – especially in top drawer Execline spec seen here – any ideas of “Sport” kind of take a back seat to well, not “luxury”, necessarily – the VW group has the <a href="https://www.wheels.ca/reviews/2024-audi-q8-e-tron-first-drive-review">Audi Q8</a> for that – but “near luxury”, anyway. Two-tone heated and cooled leather seats, digital gauge cluster, aluminum pedals, eight-inch touchscreen display with wireless Apple CarPlay – you’ve got it all here, and it’s very good.

Why it doesn’t quite get the full marks required for a “luxury” moniker – in, I admit, somewhat oxymoronic fashion – is because it just feels aged. What’s endearing when it comes to the powertrain feels off-putting here; I feel like I’ve be sitting in these seats for over a decade and they’re too flat, the climate controls remind me of those seen on my dad's Passat – great car, that—circa 2003 and the native infotainment interface is still using fonts that are too small, too tame-looking – too Windows 98. No, scratch that: too MS-DOS. There is a digital gauge cluster, though, which adds some modernity to the proceedings.

<img class="aligncenter size-full wp-image-174125" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4015.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

One aspect from VWs past that you do get in the Atlas Cross Sport that I appreciate, however, is the 12-speaker Fender audio system. VW is transitioning their cars to a Harman/Kardon set-up and I’ve experienced that and it’s fine, but the Fender’s system is just so crisp, clear and bassy that it really is a shame that it’s being cast asunder. The audio in here is so good that I swear I’m hearing notes and instruments for the first time in songs I’ve listened to for decades.

Space-wise, though, I take no issue; the seats may not be as supportive as they could be, but the driving position is good and the view out is right-on. The back-seat passengers get about the same headroom as they do in the standard Atlas, which is a lot. And since there’s no third row to worry about, you don’t lose much storage space to the more aggressive roofline and shorter overall length. The full-length moonroof, meanwhile, adds a nice touch of airiness that you wouldn’t expect when looking at the slightly more-aggressive-than-normal styling. The Atlas Cross Sport is big, and inside, you’ll know it. By the way: unlike some other manufacturers have done, VW is not calling this a “four-door-coupe”; it's an SUV, through and through, and that’s fine by me because I still can’t get over the fact that the four-door-coupe body style is somewhat nonsensical.

<img class="aligncenter size-full wp-image-174121" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_3995.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

Speaking of that roofline; it is just one of the differences you’ll see between the Atlas Cross Sport and standard Atlas. You have different taillight lenses, different exhaust outlet shapes, the three-bar grille is more prominent and LED headlights come as standard and they are able to “look” around corners. It’s a finely handsome vehicle and it’s not hard to see why the Atlas is still one of VW’s biggest sellers.

While it looks big, chunky and heavy (the wheels measure 21 inches, for goodness sakes), that engine is big and chunky as well and it gets you off the line in a hurry. Being naturally aspirated, power delivery is immediate and even though the Atlas doesn’t get VW’s popular DSG dual-clutch auto ‘box, shift times are quick and paddles or not, it is fun to snap through with the gearlever nevertheless. I used manual mode way less than I would have had I had paddle shifters, but for most folks, this is probably not that high on their punch lists.

There may be no paddle shifters but there in addition to the normal, eco and custom drive modes there is a sport mode and it’s quite effective. In that mode, power delivery is sharper, the shifts are snappier and the revs are held on to for much longer for some nice and zippy progress. At 2,000-plus kilos the Atlas Cross Sport is no lightweight so I wouldn’t call it “fast”, necessarily – “zippy”, however, is about right.

<img class="aligncenter size-full wp-image-174126" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/IMG_4017.jpg" alt="Volkswagen Atlas Cross Sport" width="2000" height="1333" />

In this class, a comfortable ride is very important. And, for the most part, you’ll get it; it’s quiet inside thanks to its more slippery shape and unstressed engine, we’ve talked about the interior space and the dampers are well tuned. Unfortunately, you can only cheat physics so far and with rolling stock that big, bigger bumps send a shudder through the chassis. Other trims do get smaller wheels but if you’re going all the way to Execline, you’ll have to have a chat with your dealer if you want something smaller since the 21s are standard fare here.

Still, though; all that aside, the Atlas Sport Cross remains a pretty good buy. It starts at just over 42 grand and even when fully-equipped, doesn’t eclipse the 60 grand level before taxes. There’s a lot of content here, it’s handsomely styled and I just keep coming back to how good that engine is. Add the fact that you have to really bend the truth-slash-stretch the facts when it comes to vehicles that compete with the Sport Cross (the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-honda-passport-touring">Honda Passport</a> and <a href="https://www.wheels.ca/vehicle-reviews/winter-drive-2019-nissan-murano">Nissan Murano</a> come to mind, but both are smaller than this) and you have a nice level of uniqueness – even if it is slightly old school – to boot.
<h3>2023 Volkswagen Atlas Cross Sport</h3>
BODY STYLE: five-door full-size SUV

DRIVE METHOD: front-engine, all-wheel drive

ENGINE: 2.0-litre inline-4, 276 hp, 266 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 13.1/10.0/11.7 L/100 KM

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 1,141-2,203 L

TOWING CAPACITY: 2,268 kg (5,000 lbs.)

Base MSRP: $59,372

WEBSITE:  <a href="https://www.vw.ca/en/models/new-vehicles/2023-atlas-cross-sport.html#MOFA">VW Atlas Cross Sport</a>

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2023 Volkswagen Atlas Cross Sport Review

volkswagen id7 (19)

Volkswagen has revealed its next EV model, the ID.7. Or at least it has sort of revealed the new electric vehicle, showing it off at CES wearing a special electroluminescent camouflage that hides some of the details of the production version of the car.

The Volkswagen ID.7 was first brought forward in 2020. Then called the I.D. Vizzion concept car, Volkswagen called it a "study car." Loaded up with anticipation for the autonomous driving systems that are perpetually just around the corner and bodywork too cool for mass production.

That swoopy and curvy car of the future became the <a href="https://www.wheels.ca/news/volkswagen-reveals-id-aero-electric-sedan-concept">ID. Aero concept</a> in 2022. This time the sedan was assigned a platform (VW's MEB electric architecture) and wore lines that looked much more likely to see production. With its coupe-style four-door profile, it looked very much like an electric version of the Volkswagen <a href="https://www.wheels.ca/vehicle-reviews/2021-volkswagen-arteon">Arteon</a>.

<img class="aligncenter size-full wp-image-173896" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/volkswagen-id7-21.jpg" alt="Volkswagen ID.7" width="2500" height="1667" />

Hiding behind that cool colour-shifting pixelated camo, we're seeing a car that looks very close to the ID. Aero concept. It's not a wrap, either. There were 40 layers of paint applied to the car, some layers conductive and others insulated. 22 areas of the paintwork can be controlled electronically to light up and even pulse like the best club lighting system. The head and taillights poking out are only partially revealed, but we can see elements like the bodyline running front to rear from corner to corner.

Inside, VW is showing off much more of the ID.7 than it is the inside. The wheel is simple and straightforward, while behind it VW has used a small digital dashboard screen. An augmented-reality head-up display will display most of the information to the driver, though it's likely that will be an option and not standard equipment.

<img class="aligncenter size-full wp-image-173893" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/volkswagen-id7-16.jpg" alt="Volkswagen ID.7" width="2500" height="1409" />

Beside the wheel is a massive 15.0-inch touchscreen. Below that, Volkswagen has sliders to control the temperature and likely similar touch controls for other features. The car gets hidden "Smart Air Vents" that appear similar to those on the <a href="https://www.wheels.ca/reviews/2023-porsche-taycan-first-drive">Porsche Taycan</a>.

Volkswagen says that the climate controls will be on screen all the time, but that it will also go heavy on voice commands. Say "my hands are cold" and it will turn on the heated wheel, for example, and re-position the air vents. The car will also be able to detect an approaching driver (using the key fob) and heat or cool the cabin before you open the door.

“With the new ID.7, we are extending our electric model range into the upper segments. The sedan will offer top-class technology and quality," said Volkswagen passenger car CEO Thomas Schäfer.

<img class="aligncenter size-full wp-image-173894" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/volkswagen-id7-18.jpg" alt="Volkswagen ID.7" width="2500" height="1667" />

VW hasn't said exactly how big it will be, but at 2,969mm the car will have a wheelbase around 150 mm longer than the Passat. So it should offer more cabin space than the last version of that sedan.

Power and range figures are not locked down yet, but VW does say it expects to hit 700 km on the WLTP cycle. That should translate to the high five hundred range in Canadian testing, by our estimates.

Volkswagen confirmed the ID.7 would be coming to Canada, expected in 2024. We'll likely see the whole vehicle, with more details, sometime later this year.

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