Reviews

When it first arrived for the 2018 model year, the VW Atlas easily met expectations for what buyers in the three-row SUV segment were looking for. It was a big box with lots of room inside and enough family-friendly features to keep both kids and parents satisfied. But the arrival of the Kia Telluride and Hyundai Palisade just a few years later reset the bar, helping those same families realize they could get far nicer interiors and even more features for around the same money. For 2024, VW is giving the Atlas yet another refresh—it already had one for 2021—and this latest update is clearly focused on upping the SUV’s interior game to play catch-up with the Koreans.The interior changes are effective on a first-impression basis. The materials are far nicer than before, with fewer hard plastics and more stitched leather bits and soft-touch materials on the dashboard. VW also added quilted leather upholstery on upper trim levels, and there are multiple trim options available such as wood, brushed metal, and carbon-fiber-look materials that add some much-needed texture to the door panels. And the Atlas remains one of the roomiest three-row SUVs you can buy, with a generously sized second row available with either a three-person bench or captain’s chairs and a two-place third row that’s habitable for adults.Unfortunately, the cabin redux also means that Volkswagen’s frustrating touch-sensitive controls and overly complex infotainment system have made their way into the Atlas. This makes the driver interface far less intuitive and removes many of the physical controls—such as the previous model’s tactile HVAC knobs and buttons—in favor of menus buried deep within the touchscreen. Even the sunroof is controlled by a touch slider, and while Volkswagen touts its expanded voice commands and gesture controls, we didn’t find those to be satisfactory alternatives. The screens themselves are big—a 10.3-inch digital gauge cluster and a 12.0-inch central touchscreen are standard—but we’re not fans of this approach. As in other models such as the GTI and Golf R, VW’s software is simply not user-friendly.More on the 2024 AtlasThe other significant change for the 2024 Atlas is a revised turbocharged 2.0-liter inline-four that’s now the only engine choice. The old 3.6-liter VR6 is gone, and this new engine is more powerful than the outgoing base turbo four thanks to a larger turbocharger and revised tuning. Its 269 horsepower and 273 pound-feet of torque are adequate if not class-leading, and it retains a 5000-pound towing capacity and offers improved EPA-estimated fuel economy of between 20 mpg and 23 mpg combined, depending on trim level and whether you choose front- or all-wheel drive.VW also claims an 0.8-second improvement in 60-mph acceleration compared with the old VR6 AWD model, but that’s not saying much given that we measured a previous Atlas VR6 at a laggard 7.8 seconds in that metric. The previous 2.0-liter turbo, which had just 235 horsepower, was significantly quicker in front-wheel-drive form when we tested it in 2018, getting to 60 mph in 7.1 seconds, so we expect the new engine to provide similar if slightly better performance than that. VW also seems to have improved throttle response, and the eight-speed automatic transmission downshifts promptly to help the new powertrain feel peppier than before.Not much has changed with the SUV’s chassis—one aspect of the Atlas that didn’t need much improvement anyway. The VW rides well, with good body control and enough compliance to soak up bumpier sections of road with minimal harshness. The steering is vague, and you feel the Atlas’s heft if you push it in corners, but it’s about as comfortable and poised as you’d want a family bus to be. As long as you’re not expecting the GTI of three-row SUVs, the tuning is entirely appropriate for this type of vehicle.For a starting price of just under $40,000, the base 2024 Atlas SE offers a more generous set of standard features than before. Ventilated front seats and a heated steering wheel are now included in the base trim, as are all driver-assistance systems. There’s also a new Peak Edition off-road trim with all-terrain tires and extra cladding, as is becoming de rigueur for any SUV in this segment. New headlights and taillights modernize the exterior appearance somewhat, but it’s still a slab-sided, boxy thing without much design flair.VW’s consistent upgrades to the Atlas over its model run have kept it competitive enough within the crowded three-row SUV segment, but it’s still not a standout. While its new interior is significantly nicer than before, VW’s insistence on touch-sensitive controls means the cabin now places form over function. The generous amount of space for cargo and people remains the Atlas’s top selling point, but overall the 2024 update doesn’t do much to change this big VW’s status as a midpack player among family SUVs.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Volkswagen AtlasVehicle Type: front-engine, front- or all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE
Base: SE, $39,075; SE 4Motion, $40,975; SE Technology, $43,015; SE Technology 4Motion, $44,915; Peak Edition SE Technology 4Motion, $47,905; SEL 4Motion, $49,795; Peak Edition SEL 4Motion, $51,785; SEL Premium R-Line 4Motion, $53,805
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1984 cm3Power: 269 hp @ 5500 rpmTorque: 273 lb-ft @ 1600 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 117.3 inLength: 200.7 inWidth: 78.3 inHeight: 70.4 inPassenger Volume, F/M/R: 61/53/39 ft3Cargo Volume, Behind F/M/R: 97/56/21 ft3Curb Weight (C/D est): 4600–4800 lb
PERFORMANCE (C/D EST)
60 mph: 6.9–7.1 sec1/4-Mile: 15.3–15.5 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 20–23/18–20/24–27 mpgSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

Three-row SUVs may not have quite the same parental stigma as minivans in our society, but they’re getting close. If you don’t have kids to cart around, you can always buy a three-row model and just keep the seats folded. But many of us are more image-conscious than that, so that’s where two-row SUVs like the 2024 Volkswagen Atlas Cross Sport come in.Tweaks outsideAlthough it’s pretty much the same vehicle underneath, the Cross Sport undoubtedly looks cooler than the big-sibling Atlas—even more so for 2024 thanks to styling updates to the front and rear ends that emphasize its swoopier shape. We’ve compared the Cross Sport’s aggressive stance to that of the Audi Q8 and even the Lamborghini Urus’s before; while its overall look is more Big Lots than Balenciaga, it’s definitely distinctive, especially in the striking new Kingfisher Blue paint pictured here.There’s not much to set the Cross Sport apart from the Atlas from behind the wheel, however. Although the Cross Sport is slightly smaller and weighs a tad less, it still drives big. It’s less sporty than competitors such as the Chevy Blazer and the Honda Passport, but it does have a comfortable ride and a quiet cabin.Revised interiorImproving that cabin was a big focus for the 2024 refresh, and it looks and feels a lot nicer than the outgoing Atlas’s plasticky interior. The dashboard features more soft-touch materials, the upper trim levels are available with quilted leather seats, and there are metal and faux-carbon-fiber trim pieces that add visual interest to the center console and door panels. The rear seat remains huge and, despite the sloping roofline, there’s 40 cubic feet of space in the cargo area even with the seats up.The downside to these upgraded interior environs is that VW has also integrated its annoying new infotainment system and touch-sensitive controls. We don’t like having to go into various screen menus to adjust things like the climate control and the driver-assistance systems, and we preferred the old setup with more physical knobs and buttons.More on the AtlasJust one engine choiceThe Atlas Cross Sport was previously available with either a V-6 or a turbocharged four-cylinder, but a turbo 2.0-liter four is now the only option. VW has revised this engine in comparison to the old 235-hp 2.0T; the 2024 Atlas now has 269 horsepower and 273 pound-feet of torque, slightly less power but more torque than the previous 3.6-liter V-6. VW still claims a towing capacity of 5000 pounds, and the turbo four moves the big Atlas Cross Sport more than adequately. The transmission downshifts promptly and the throttle response is good, so while the Cross Sport might not be the quickest SUV in the segment, it gets an appropriate amount of power for this kind of vehicle. Plus, the new four-cylinder has better fuel economy. It’s EPA-rated at 23 mpg combined with front-wheel drive and 22 mpg with the optional all-wheel-drive system.If you like what the Atlas offers and don’t want the third row, you might as well save a bit of money and go for the Cross Sport, which starts at $38,065. Its character is similar to its big sibling, but it has its own vibe and still offers lots of space for rear-seat passengers and cargo. While its new touch-sensitive interfaces aren’t an improvement from before, the upgraded powertrain is, and the 2024 model looks better inside and out. We wouldn’t call it our favorite mid-size two-row SUV, but at least there’s no danger of it being mistaken for a minivan.Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Volkswagen Atlas Cross SportVehicle Type: front-engine, front- or all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: SE, $38,065; SE 4Motion, $39,965; SE Technology, $42,005; SE Technology 4Motion, $43,905; SEL 4Motion, $48,785; SEL R-Line 4Motion, $50,235; SEL Premium R-Line 4Motion, $52,795
ENGINE
turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement: 121 in3, 1984 cm3Power: 269 hp @ 5500 rpmTorque: 273 lb-ft @ 1600 rpm
TRANSMISSION
8-speed automatic
DIMENSIONS
Wheelbase: 117.3 inLength: 195.5–195.6 inWidth: 78.3 inHeight: 67.8–68.1 inPassenger Volume, F/R: 58/53 ft3Cargo Volume, Behind F/R: 78/40 ft3Curb Weight (C/D est): 4400–4600 lb
PERFORMANCE (C/D EST)
60 mph: 6.7–6.9 sec1/4-Mile: 15.1–15.3 secTop Speed: 120 mph
EPA FUEL ECONOMY
Combined/City/Highway: 22–23/19–20/26–27 mpgSenior EditorDespite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.   More

From the November 1997 issue of Car and Driver.They’re feeling a little pressured at the factory down in Marysville, Ohio, where Honda has built Accords since 1982. Until this all-new 1998 Accord went into production, this U.S. factory had always been able to rely on Japan to send in extra Accords if demand exceeded supply. Problems on the assembly line? Pick up the phone to Japan, and order some Accords. But for 1998, Marysville goes “mother­line-less,” which is how plant executives describe the fact that for the first time, all U.S.-spec Accord sedans will be built at Marysville, as will all Accord coupes. Period. If that’s not enough pressure, con­sider this: The coupe and the sedan share only one major exterior part—the head­lights—and surprisingly few interior parts. And this: The 1997 Accord continued to sell so well that a lengthy plant shutdown to change over to 1998 production left some dealers Accord-less. Finally, the home office gave the U.S. factory just 20 days, beginning August 19, to go from full production of ’97 models to full produc­tion of ’98s—that’s 1750 cars a day.But no one at Marysville seemed wor­ried. This is, after all, Honda. And the plant has been preparing for this 1998 model since January 1993—that’s before the redesigned 1994 Accord was introduced. Expect no shortages of 1998 Honda Accords. Which is good, because there probably will be no shortage of customers. The cur­rent Accord is a fine car, but it seemed slightly off-target when introduced four years ago. Interior space was tight com­pared with other sedans in its price range. Only four-cylinder engines were initially offered. The 170-horse, 2.7-liter V-6, eventually introduced, was smooth and willing but smaller than the V-6s in comparable cars. HIGHS: Roomy and comfortable, world-class V-6 engine and transmission, priced competitively, rock-solid reliability.All that changes for 1998. Vir­tually nothing has been carried over—there’s a new body, a new platform, a new interior, and a new single-overhead-camshaft 3.0-liter V-6 with VTEC, Honda’s variable valve-timing system we’ve liked on every Honda and Acura that has been so equipped. Whereas VTEC engines in the Prelude, Integra, or NSX have provided a noticeable kick-in-the-pants sensation when a certain rpm was reached under hard acceleration, the Accord’s V-6 has a more family-friendly, linear power delivery. It delivered our test Accord LX to the end of the quarter-mile in a respectable 16 seconds flat, at 88 mph. Acceleration from 0 to 60 mph took 7.7 seconds. A Toyota Camry LE V-6 we tested in August did the quarter in 16.2 sec­onds at 86 mph and the 0-to-60 sprint in 8.0 seconds. The last Accord LX V-6 auto­matic we tested (November 1995) posted 16.8 seconds and 85 mph for the quarter and 8.4 seconds for 0 to 60 mph. More Accord Reviews From the ArchivePower from the new Accord V-6 comes on so smoothly—thanks in part to its intuitive electronic four-speed automatic trans­mission, which is much less obtrusive than before—that at the end of the freeway merge ramp, you’ll glance at the speedometer and be startled to learn you’re traveling some 15 mph faster than you thought. At 80 mph, the Accord feels so stable and hunkered down that you’ll want to lobby for another speed-limit increase. Apart from a little wind noise from the out­side mirrors, the Accord sedan is world­-class quiet. Suspension-wise, this new Accord becomes less compelling. In a straight line, on typically rough Michigan inter­states, the ride is more jarring than expected, with expansion-joint impacts transmitted to the driver through the steering column and pedals. The suspen­sion design—unequal-length control arms up front and multilink at the rear, with gas-pressurized shocks—remains similar to that of the previous model; the LX now gets a rear anti-roll bar, previously avail­able only on the EX. With the all-weather Michelin P205/65R- 15 MXV4 radials, the Accord sedan corners without drama, as family sedans are wont to do. It’s effi­cient, but not much fun. LOWS: Plasticky in places (flimsy wheel covers), rougher ride than expected, anonymous exterior styling.The Michelins yowl when pressed, giving up in predictable increments as typical front-wheel-drive understeer ensues. Back off the throttle, and the Accord snaps back in line, as it’s supposed to. Skidpad performance was a competent 0.78 g—same as that of the aforemen­tioned 1997 Camry LE. The V-6 Accords—insiders should know the six is recognizable by its five wheel lugs; four-bangers get four lugs—have four-wheel anti-lock disc brakes that stopped our 3294-pound sedan from 70 mph in 194 feet, 3 farther than the Camry LE. Anti-lock brakes are optional on all DXs and on the bread-and-butter four­cylinder LX. They’re standard on the V-6 LX and deluxe EX. Speaking of the DX, the base engine is a 2.3-liter, 16-valve four-cylinder with 135 hp. The optional four-cylinder engine is the same displacement, but with VTEC and 150 hp. The bump in the four-cylinder displacement from 2.2 liters in ’97 to 2.3 for ’98 was accom­plished by using thinner cylinder liners in the aluminum-alloy block. The 135-horse four is available in the DX and LX; the VTEC four-cylinder and the V-6 can be had only in the LX and EX. All engines can run on reg­ular gas. Four-cylinder models get the choice of a five-speed manual or a four-speed automatic transmission, but all sixes get the auto box. The DX gets 14-inch tires and wheels; the LX and the EX get 15-inchers, with alloy wheels standard on the EX. None offers traction control.Inside, the Accord LX sedan offers no surprises. Comfortable, supportive seats; a nice instru­ment cluster (built for the V-6 sedans and coupes by Ford, incidentally, while Delco, which is owned by GM, supplied some electronics); a thoughtful control layout; tasteful if understated cloth and vinyl trim. Despite a high beltline, visibility is excellent, and the big windshield adds to a feeling of roominess. Although less than a half-inch longer on the outside than the 1997 V-6 model, and riding on the same 106.9-inch wheelbase, the 1998 Accord sedan makes exceptionally good use of interior space, making it a genuine mid-size car, thanks in part to a substan­tial increase in height (almost two inches) and track width.Even with the front seats all the way back, rear-seat room is generous. All three rear passengers get three-point belts. EPA-­measured interior passenger volume for the ’97 is 94.7 cubic feet and 101.7 cubic feet for the ’98. The trunk is big and easily accessible, and the rear seat has a pass­through hatch that folds down, or the whole seat folds down if even more lug­gage space is required. The underhood layout is handsomely efficient, with all service points accessible. Crank the V-6 up, and pop the hood. At idle, this is one of the quietest engines we’ve heard. Outside, though, we wish Honda’s styl­ists had gone a bit further. The 1998 Accord sedan certainly doesn’t look like previous Accords, but if casual comments made about our test sedan are any indica­tion, it does look like a few other cars, with the Chevrolet Malibu the most frequently mentioned. Designers took a few chances with the Accord coupe. They took none with the sedan. How much will that affect sales? Prob­ably not at all. And the Accord should be priced right. No firm numbers were avail­able at press time, but Honda promises the four-cylinder model should be stickered close to 1997 prices, and the V-6 will actu­ally be a bit cheaper. Our LX V-6 sedan, nicely equipped with power accessories but lacking a compact disc player and a sunroof, should list for about $21,700. VERDICT: Solid and slightly sedate, Honda builds a sedan that will satisfy the masses—at least those masses who prefer substance over style.A future heads-up comparison test will pit the new Accord against the competi­tion, particularly the Toyota Camry. It should be a close battle.Arrow pointing downArrow pointing downSpecificationsSpecifications
1998 Honda Accord Sedan LX V-6Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE (EST)
Base/As Tested: $21,700/$21,700
ENGINEDOHC 24-valve V-6, aluminum block and heads, port fuel injectionDisplacement: 183 in3, 2997 cm3Power: 200 hp @ 5500 rpmTorque: 195 lb-ft @ 4700 rpm 
TRANSMISSION4-speed automatic
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 11.1-in vented disc/10.2-in discTires: Michelin Energy MXV4 PlusP205/65VR-15
DIMENSIONS
Wheelbase: 106.9 inLength: 188.8 inWidth: 70.3 inHeight: 57.2 inPassenger Volume, F/R: 55/46 ft3Trunk Volume: 14 ft3Curb Weight: 3294 lb
C/D TEST RESULTS
60 mph: 7.7 sec1/4-Mile: 16.0 sec @ 88 mph100 mph: 20.6 sec120 mph: 40.4 secRolling Start, 5–60 mph: 8.2 secTop Gear, 30–50 mph: 4.3 secTop Gear, 50–70 mph: 5.1 secTop Speed (drag ltd): 132 mphBraking, 70–0 mph: 194 ftRoadholding, 300-ft Skidpad: 0.78 g 
C/D FUEL ECONOMY
Observed: 21 mpg
EPA FUEL ECONOMYCity/Highway: 21/28 mpg 
C/D TESTING EXPLAINED More

Rivian burst onto the scene with the R1T Quad-Motor, an 835-hp supertruck that can tackle gnarly off-road obstacles and match sports cars to 60 mph. Now there’s a more sensible 533-hp Dual-Motor variant, which can be bumped up to 665 horsepower by means of a $5000 Performance package. The R1T Dual-Motor Performance isn’t as extreme as the Quad-Motor, but it retains the same composed driving demeanor, well-appointed interior, and clever packaging, with the nearly Corvette-Z06’s worth of power still bringing gut-punch acceleration. More on the Rivian R1TThe cheapest Dual-Motor models start at $74,800, but the Glacier White Performance version we tested came in at $92,850. The Dual-Motor tipped our scales at 6914 pounds, 122 pounds less than the Quad-Motor. Most of that weight loss can be attributed to the Dual-Motor having an tire inflation kit instead of a full-use spare. The 128.9-kWh “Large” battery—a $6000 add-on required with the Performance pack—provides up to 352 miles of range, but the 22-inch wheels—shod in Pirelli Scorpion Zero All Season Elect rubber—on this example drop the EPA’s rating to 341 miles. Available all-terrain tires cut range even further to 307 miles. Our 75-mph highway test revealed the Dual-Motor can travel 280 miles on charge. A bit of a let down, considering the Quad-Motor rolling on the same tires returned an identical number.HIGHS: Still incredibly rapid, hushed cabin at highway speeds, high-quality interior.On our 75-mph highway range test, the Dual-Motor Performance traveled 280 miles, identical to the Quad-Motor rolling on the same tire but significantly shy of the EPA estimate. The separate eco-minded Conserve mode from the Quad-Motor is folded into the Dual-Motor’s All-Purpose mode, which disconnects the rear motor around 20 mph in the majority of driving scenarios to boost efficiency but will reconnect it at low speeds or when more power is needed. Sport mode keeps the Dual-Motor in all-wheel drive and unlocks the full power output, with the two electric motors combining for 829 pound-feet of torque, 79 less than the Quad-Motor. That’s enough shove for the R1T to leap to 60 mph in 3.4 seconds, putting it 0.4 second behind the Quad-Motor. The quarter-mile flashed by in 12.0 seconds, trailing the Quad-Motor by 0.5-second. The All Season tires helped the Dual-Motor record 0.82 g on the skidpad, the same as the Quad-Motor wearing identical rubber. Braking performance from 70 mph improved by three feet to 173 feet.The main difference versus the Quad-Motor is how the torque is dished out. Instead of precise torque delivery to individual wheels, the Dual-Motor splits the output across the front and rear axles. From there, brake-based torque vectoring routes the torque to the wheel with the most traction. This reduces the R1T’s ability off-road, where the four-wheel vectoring is key for sniffing out every last bit of traction. In daily driving, you won’t notice the difference, with the front/rear system still keeping the truck balanced when zipping down a two-lane road.LOWS: Falls far short of the EPA range estimate, tops $90,000 as tested, too many functions hidden in the screen.The Dual-Motor is otherwise identical to more powerful R1Ts, with excellent body control and accurate steering. The ride can feel jittery on bumpy roads at lower speeds, but on the move, the air-spring suspension is well-damped. This R1T emitted some loud thuds over broken pavement around town and a slight clunk from the rear when the motor disconnects. The R1T’s whisper-quite operation—recording just 68 decibels at 70 mph—might have made these noises more apparent.The cabin remains a pleasant place to be—full of rich-feeling faux leather and open-pore wood—even if too many functions are buried in the screen. The Dual-Motor also remains a practical choice with the sizable frunk and nifty gear tunnel with 12 cubic feet of space.Verdict: A more-rational Rivian still wows.The R1T Dual-Motor Performance is a pricey proposition but provides nearly all of the same mind-bending on-road capability. If you don’t care about winning stoplight drag races, skipping the Performance pack will save $5000 while still sprinting to 60 mph in a Rivian-estimated 4.5 seconds. So, you can skip the Quad without much loss of muscle.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 Rivian R1T Dual-Motor PerformanceVehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door pickup
PRICE
Base/As Tested: $74,800/$92,850Options: large battery pack, $6000; performance package, $5000; 22-inch Sport Dark wheels, $3500; manual tonneau cover, $1800; Glacier White paint, $1750
POWERTRAIN
Front Motor: permanent-magnet synchronous ACRear Motor: permanent-magnet synchronous ACCombined Power: 665 hpCombined Torque: 829 lb-ftBattery Pack: liquid-cooled lithium-ion, 128.9 kWhOnboard Charger: 11.5 kWPeak DC Fast-Charge Rate: 220 kWTransmissions: direct-drive
CHASSIS
Suspension, F/R: control arms/multilinkBrakes, F/R: 13.5-in vented disc/12.9-in vented disc Tires: Pirelli Scorpion Zero All SeasonHL275/50R-22 116H M+S RIV
DIMENSIONS
Wheelbase: 135.8 inLength: 217.1 inWidth: 79.3 inHeight: 73.0 inPassenger Volume, F/R: 59/48 ft3Cargo Volume: 23 ft3Curb Weight: 6914 lb
C/D TEST RESULTS
60 mph: 3.4 sec100 mph: 9.4 sec1/4-Mile: 12.0 sec @ 110 mphResults above omit 1-ft rollout of 0.2 sec.Rolling Start, 5–60 mph: 3.5 secTop Gear, 30–50 mph: 1.8 secTop Gear, 50–70 mph: 2.3 secTop Speed (gov ltd): 111 mphBraking, 70–0 mph: 173 ftBraking, 100–0 mph: 351 ftRoadholding, 300-ft Skidpad: 0.82 g
C/D FUEL ECONOMY AND CHARGING
75-mph Highway Range: 280 mi
EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 76/81/75 MPGeRange: 341 mi
C/D TESTING EXPLAINEDAssociate News EditorCaleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan. More

From the November 1997 issue of Car and Driver.When Harry Cohn, the tyrannical and much-despised boss of the Columbia movie studio, died almost 40 years ago, thousands attended the funeral. When asked why so many showed up, comedian Red Skelton said, “Give people something they want, and they’ll turn out.” The same maxim applies to success in the car business. Audi has doubled its sales in recent years with a new generation of first-rate cars that have brought people back to the showrooms.The first of these new models, the A4, was introduced for 1996. It anchors the Audi line and has been on our 10Best list for the past two years. Then, in 1997, Audi hit the upper end of the spectrum with its aluminum-bodied A8, which we called “a nearly flawless interpretation of what a modern luxury automobile ought to be.”In 1998, Audi hopes to keep this momentum going with its third new car in three years, a redesigned A6. Audi hopes this sedan will eat the lunch of its German rivals and steal some tidbits off the plates of Lexus, Infiniti, and even Cadillac. “We want to be mainstream players and com­pete against the icons in the marketplace,” declares Gerd Klauss, head of Audi’s North American operations. The A6 is expected to be priced about the same as its predecessor, $34,500, which will give it an attractive advantage over the BMW 5-series, which starts at $40,000, and the Mercedes E-class, with its base price of $41,000. Audi hopes the A6 will also figure in the plans of buyers who might otherwise be interested in the Mercedes C-class, the Lexus ES300, the Cadillac Catera, and the Infiniti J30. HIGHS: Put together like a Chippendale sideboard, its one-of-a-kind looks won’t be mistaken for a Camry’s.Audi makes no sporting pretensions for the A6, declaring it to be a luxury car. It qualifies for membership in that crowded club by virtue of a standard­-equipment list that includes everything from pop-up headlight washers to a remote-opening decklid. Just about all the hardware that once defined luxury is now optional on lesser cars. What distinguishes the A6 from these mid-rank models is the quality of its parts, precise assembly, and a scrupulous attention to detail. To cite just one example, the map pockets in the front and rear doors swing out on beefy hinges for better access and are covered on the inside with material that matches the carpet and trim. They have a thick and solid feel and close with a muted thunk. Indeed, every aperture, from the doors to the wood-faced panel that conceals the radio, pivots with ease and shuts with a solid click, a crisp snick, or an authorita­tive thwack. More Audi A6 archive reviewsThe controls and the switches are unambiguous and easy to operate and move frictionlessly through their arcs. The standard instruments are present, augmented by an analog clock and an oil­-temperature gauge that is actually cali­brated in degrees. The steering wheel tilts, telescopes, and fits the palms as comfortably as the handle of a Louisville Slugger. Although the driver’s seat could use more support at its sides, it does adjust every which way and nestles the body snugly.The A6’s high beltline and body­builder shoulder room give it a secure, encapsulated feel. The judicious use of wood trim contributes to an atmosphere of opulence. Audi offers a choice of three standard interior motifs—described cloy­ingly as Ambition, Ambiente, and Advance—marketing buzz that might have more clearly been whittled down simply to “formal,” “casual,” and “prac­tical.” Leather is optional across the board, but the standard leatherette, or cloth in the Advance version, is equally attractive. Audi has neatly shunned some con­temporary styling conventions both inside and outside the A6. An instrument panel that blends into the center console is almost a cliché these days; Audi’s segregates these elements. While other man­ufacturers are trying to escape the con­formity inherent in aerodynamic design, Audi has expanded on it.The body of the A6 looks as solid as a block of granite that’s been chiseled and chamfered to knock off the sharp edges. It would look ponderous if Audi hadn’t relieved it with a thin, delicate roofline that arcs in a gentle parabola from hood to trunk. Audi says the styling gives the A6 a coupe look, but if it wasn’t for its short bubble of a deck, the A6 would be a fastback, and a good-looking one at that. From any angle, the A6’s styling is unconventional, yet it continues the Audi family look. LOWS: Short on power, but Audi hints that a V-8 is coming.In photos, the A6’s proportions make it look smaller than it is. In fact, it’s four inches longer than the BMW 5-series and almost three inches longer than a Mercedes E-class. And with a curb weight of 3740 pounds, the A6 2.8 Quattro is not exactly svelte—it’s about 150 pounds heavier than a 528i or E320. A lot of that mass has been put to good use to stiffen the chassis; Audi claims a 50-percent improvement in torsional rigidity over that of the previous A6. Although the meaning of that claim is mis­leading, implying as it does that the old A6 was as stiff as a noodle, the new A6 cer­tainly feels as snug, solid, and secure as a bulletproof vest. Unfortunately, at least from an enthu­siast’s point of view, Audi has compro­mised some of that feel with a suspension tuned more for comfort than handling. All A6s get a lightened version of the new virtual-steering-axis four-link front sus­pension from the A4 and A8—22 pounds were cut by using more aluminum and a new tubular steel subframe. Quattro models get a newly designed unequal-­length control-arm rear suspension, front­-wheel-drive versions use a torsion-beam rear suspension. The springs and the dampers are tuned for a ride that’s softer than a BMW’s and firmer than a Buick’s. Around town or on a freeway, the A6 glides along as comfortably and silently as a Zeppelin. Its rounded body, with its low drag coefficient of 0.28, creates about as much wind noise as a swooping seagull. There’s no play in the steering, and keeping the car between the white lines requires only the occasional faint nudge of the steering wheel.But on the loops and whorls of a mountain road, the soft suspension substantially limits the A6’s cornering speed. However, this is not to say that driving the car hard isn’t fun. With four-wheel drive, an inde­pendent rear suspension, and lively steering, the Quattro stays as well balanced as a squirrel on a telephone wire. Pushed hard, it doesn’t exactly understeer as much as go into a gradual four-wheel drift that’s easy to control with jigs of the steering wheel and gentle throttle manipulation. In quick left-right transitions, the suspension doesn’t seem as soft as first impressions indicated. It doesn’t allow unpleasant body roll, and under braking the nose doesn’t curtsy excessively. There are no surprises, which is good for building confidence but bad for inspiring overconfidence. It’s easy to get lulled into a false sense of security and exceed the A6’s modest 0.75-g cor­nering limit, however forgiving the car might be.Most of this kind of driving, although it’s a guilty pleasure, isn’t what the A6 is intended for. With 200 horsepower from its 2.8-liter V-6, which has five valves per cylinder, the A6 can hold its own on the highway, but its passage up the power curve is deliberate rather than swift. As a result, the A6 takes 9.7 seconds to reach 60 mph and a tepid 17.5 seconds to cover the quarter-mile—that’s one to two seconds slower than most cars in the class. Still, it’s fun to punch through the gears with its five-speed Tiptronic manu­matic transmission. Reaching the shift lever is as easy as swatting a fly off your knee. Slap the stick to the right, and you’re in Tiptronic. Then all you do is tap it for­ward to upshift, and tap it backward to downshift. It’s electronically controlled to keep the inattentive from slipping into first gear at 80 mph. Whether in manual or automatic mode, the transmission is as smooth and tasty as Julia Child’s choco­late mousse, and it won’t leave your fin­gers sticky.Audi figures that 70 percent of A6 buyers will choose the Quattro option. At about $1600, it’s virtually a giveaway. But there’s a penalty. The hardware weighs an extra 231 pounds, which is the equivalent of carrying around an invisible George Foreman wherever you go, and costs about a mile per gallon in fuel economy. Still, it’s worth it for the added security of twice the traction. VERDICT: The A6 undersells the E-class and 5-series and offers bargain-basement German luxury.Front-wheel drive just wouldn’t seem right in a car full of just-rights, an example of which is the feel and placement of the pedals. Another is its Scenicruiser visi­bility. Then there’s the craftsmanlike fit of the interior appointments, and so on. If only it were just a bit quicker, but then Audi says there’s a V-8 on the horizon. That would be the final just-right to com­plete a nearly perfect package.Arrow pointing downArrow pointing downSpecificationsSpecifications
1998 Audi A6 2.8 QuattroVehicle Type: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan
PRICE (EST.)
Base/As Tested: $36,000/$39,000Options: Convenience package (power sunroof, auto-dim mirrors, memory for driver’s seat and outside mirrors), leather seats, Cold-Weather package (heated steering wheel and front seats, ski sack)
ENGINEDOHC V-6, iron block and aluminum heads, port fuel injectionDisplacement: 169 in3, 2771 cm3Power: 200 hp @ 6000 rpmTorque: 207 lb-ft @ 3200 rpm 
TRANSMISSION5-speed automatic
CHASSIS
Suspension, F/R: multilink/control armsBrakes, F/R: 11.3-in vented disc/11.3-in discTires: Goodyear Eagle LS195/65HR-15
DIMENSIONS
Wheelbase: 108.6 inLength: 192.0 inWidth: 71.3 inHeight: 57.1 inPassenger Volume, F/R: 51/45 ft3Trunk Volume: 15 ft3Curb Weight: 3740 lb
C/D TEST RESULTS
60 mph: 9.7 sec1/4-Mile: 17.5 sec @ 83 mph100 mph: 26.7 sec120 mph: 47.8 secRolling Start, 5–60 mph: 10.0 secTop Gear, 30–50 mph: 4.7 secTop Gear, 50–70 mph: 5.9 secTop Speed (gov ltd): 130 mphBraking, 70–0 mph: 195 ftRoadholding, 300-ft Skidpad: 0.75 g 
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMYCity/Highway: 17/26 mpg 
C/D TESTING EXPLAINED More

“I like your car!” said the mop-haired teenager at the wheel of what one assumes was his parents’ Volvo XC60. “It’s sick!” he added just before the light on NY35 turned green, and he zoomed off toward Pound Ridge. Roadsters may still have the power to capture the imagination, but these are dark days for two-seat sports cars. Slow sales cloud their prospects, particularly as automakers’ massive EV expenditures squeeze budgets for low-volume halo cars. That’s exactly why BMW teamed up with Toyota in a joint effort that birthed the current Z4 and the Supra coupe, and it may be why the Z4, now in its fourth model year in M40i guise, has changed so little.More on the Z4Whereas Toyota delighted enthusiasts last year by adding a manual-transmission option for the Supra 3.0, BMW has not followed suit. The six-cylinder Z4 M40i and the four-cylinder Z4 sDrive30i continue to pair their BMW engines exclusively with an eight-speed automatic. Much as we’d like to see a manual here, we have to concede that the automatic better aligns with the Z4’s zeitgeist, which is more akin to a flashy high-speed tourer like the Mercedes-Benz SL than to a purist sports car such as the Porsche Boxster. There’s also the fact that, as ever, the ZF autobox is a deft companion to the turbo six. There are large steering-wheel paddles if you want to take matters into your own hands, but—particularly in Sport mode—the gearbox can be left largely to do its thing even in fairly aggressive driving. And unlike many dual-clutch gearboxes, it never stumbles during low-speed maneuvering.HIGHS: Gutsy turbocharged inline-six, comfy cabin, trunk allows for extended getaways.Paired to that gearbox, BMW’s turbocharged 3.0-liter inline-six spins out a robust 382 horsepower and 369 pound-feet of torque, figures that are unchanged since this car’s launch. Not that we’re complaining. Sixty mph arrives in just 3.5 seconds, a 0.3-second improvement over the Z4 M40i’s last appearance at our test track. So, too, was the quarter-mile result of 12.0 seconds, at which point the Z4 is traveling 116 mph. Passing acceleration times of 2.3 seconds from 30­ to 50 mph and 2.7 seconds from 50 to 70 mph are equally zippy. The big turbo boost means that throttle response isn’t quite millimeter-precise, but we love the Bimmer’s rev-happy nature and the snarling soundtrack. We’re less enamored with the flatulent exhaust pops that greet every lift of the accelerator when driving in Sport mode. The M40i’s M Sport suspension with adaptive dampers, M Sport brakes, and M Sport differential used to be a point of separation over the more pedestrian hardware in the four-cylinder Z4, but no more, as BMW has upgraded the base car. The stout brakes hauled the Z4 to a stop from 70 mph in 149 feet, and they showed no fade in repeated stops. On staggered-size Michelin Pilot Super Sport tires, our Z4 M40i clung to the skidpad with a resolute 1.00 g of grip, but with muted steering and a curb weight of 3636 pounds, it feels more steadfast than playful. The Z4’s Toyota Supra counterpart is the more serious sports car.The Z4’s stiff body structure means there’s no cowl shudder or quivering rearview mirror, no matter the road surface. The 19-inch wheels and low-profile tires don’t provide a whole lot of cushion should you get caught out by a pothole, but even in the firmer settings, the suspension is not painfully stiff.LOWS: Still no stick shift, blinkered top-up visibility, Supra sibling is sharper.When you’re just cruising, you may be surprised at this hi-po roadster’s fuel economy. The EPA estimates are 23 mpg city and 31 mpg highway, both trailing the four-cylinder version by just 2 mpg. But our 75-mph highway fuel-economy test tells a different story, as the Z4 returned an astounding 37 mpg.Compared to its long and lithe predecessor, the current-gen Z4 is a little thick around the middle, although that pays dividends in cabin space, where the driver and passenger aren’t rubbing elbows, and the seat has enough travel for pilots well over six feet tall. There’s also sufficient storage for phones, sunglasses, and the like, although the cupholders are under your elbow. With the top up, the cabin feels small, even if it isn’t, owing to the small side windows and back glass. Fortunately, the roof powers down in about 10 seconds and can be lowered or raised even when on the move, up to 31 mph. The switch to a fabric roof from the previous retractable hardtop also means that putting the top down doesn’t impinge on trunk space, which is sufficient to swallow a large suitcase or a couple of roll-aboards.The Z4’s infotainment system with its 10.3-inch touchscreen and supplemental rotary controller date back to 2020, with two key upgrades: Android Auto has joined Apple CarPlay (both wireless), and there’s now an available wireless charging pad for your phone. Android Auto worked seamlessly for us, and we appreciate the ability to alter the display to show one, two, or three functions (Waze, music, and phone, for instance). This generation of BMW factory software also strikes us as extremely user-friendly, with a logical structure, the welcome click-wheel, and easy-to-operate buttons on the steering wheel. Why mess with it?That seems to be BMW’s philosophy with the current Z4 overall. Let’s hope, however, that it doesn’t portend the brand giving up on this car. An XM SUV will never delight onlookers the way this glamorous roadster can.Arrow pointing downArrow pointing downSpecificationsSpecifications
2023 BMW Z4 M40iVehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE
Base/As Tested: $66,295/$73,370 Options: Premium package – remote start, parking assistant, head-up display, $1350; Black Alcantara/Vernasca leather interior, $1250; Shadowline trim package – adaptive LED headlights, extended Shadowline trim, black mirror caps, $950; Harman/Kardon surround sound, $875; driving assistance package – lane departure warning, blind spot detection, active driving assistant, $700; Thundernight Metallic paint, $650; 19-inch double-spoke Cerium Grey wheels, $600; wireless charging, $500; BMW M 50 Years emblems, $200
ENGINE
Turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injectionDisplacement: 183 in3, 2998 cm3Power: 382 hp @ 6500 rpmTorque: 369 lb-ft @ 1800 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilinkBrakes, F/R: 13.7-in vented disc/13.6-in vented discTires: Michelin Pilot Super SportF: 255/35ZR-19 (96Y) Extra Load ★R: 275/35/ZR-19 (100Y) Extra Load ★
DIMENSIONS
Wheelbase: 97.2 inLength: 170.7 inWidth: 73.4 inHeight: 51.4 inPassenger Volume: 52 ft3Trunk Volume: 10 ft3Curb Weight: 3636 lb
C/D TEST RESULTS
60 mph: 3.5 sec100 mph: 8.8 sec1/4-Mile: 12.0 sec @ 116 mph130 mph: 15.4 sec150 mph: 22.4 secResults above omit 1-ft rollout of 0.3 sec.Rolling Start, 5–60 mph: 4.4 secTop Gear, 30–50 mph: 2.3 secTop Gear, 50–70 mph: 2.7 secTop Speed (gov ltd): 152 mphBraking, 70–0 mph: 149 ftBraking, 100–0 mph: 299 ftRoadholding, 300-ft Skidpad: 1.00 g
C/D FUEL ECONOMY
Observed: 24 mpg75-mph Highway Driving: 37 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 26/23/31 mpg
C/D TESTING EXPLAINEDDeputy Editor, Reviews and FeaturesJoe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar. More

A new vehicle’s perceived value often is muddied by the tech and features it incorporates. Sure, manufacturers are quick to tout their competitive pricing strategies, but usually only after showing you how cool their new creation is with all its pricey options included. That’s not the case with the new 2024 Envista, which, as the new entry point into the Buick brand, combines handsome design with straightforward packaging at a surprisingly reasonable price. More on BuickCosting a mere $23,495 to start, the Envista is mechanically related to the redesigned 2024 Chevrolet Trax, but you wouldn’t guess it by the former’s sloping fastback roofline. Within Buick’s lineup, it slots below the boxier and $3400 dearer Encore GX, even though the Envista’s sculpted lines and grander curb presence lend it a more expensive vibe. In practical terms, the Envista has an additional 4.1 inches between its axles compared to the Encore GX and is 11.2 inches longer overall, and that translates to a slightly larger rear passenger compartment (46 cubic feet to the Encore GX’s 42) but with a 21-cubic-foot cargo hold behind the rear seats that’s 3 cubes smaller. Competent PerformancePerhaps more important, particularly for shoppers in the Snowbelt, the Envista is front-wheel-drive only—one of several concessions Buick made to keep its price low—whereas the Encore GX can be had with all-wheel drive. A front-drive layout also helps keep the Envista’s curb weight in check. We estimate it will tip the scales at around 3200 pounds, making for a relatively modest burden on its 136-hp turbocharged 1.2-liter inline-three. Backed by a six-speed automatic transmission, the Envista is rated by the EPA at a respectable 30 mpg combined. That’s the same estimate levied on a front-drive GX powered by either a similar 1.2-liter base engine or an optional 155-hp 1.3-liter turbo-three (a CVT transmission is standard on both setups, though all-wheel-drive GXs come only with the larger engine and a nine-speed automatic). With an estimated 60-mph time around nine seconds, the Envista won’t win any awards for its performance. Ample low-end torque (162 pound-feet at 2500 rpm) from its muffled three-banger helps it motor around town comfortably and reach highway speeds by the end of most entrance ramps, but there’s not much left in its well beyond that. A transmission that settles into top gear at the earliest opportunity—and can be somewhat reluctant to downshift with prods of the accelerator—reinforces its easygoing nature. Should you feel the urge to toss the Envista down a twisty road, it behaves in a nicely controlled manner. Its structure is adequately solid, its brake pedal reassuringly firm and easy to modulate, and what little feel comes through the steering wheel is precise enough. Perhaps its greatest dynamic enabler is the sense of agility brought on by its lower center of gravity compared to the Encore GX, which stands nearly three inches taller. Wheel size also is worth noting, as the standard 17- and optional 18-inchers provide a slightly more compliant ride over bumps at the expense of body roll in corners. Conversely, the available 19-inch wheels (optional on the midrange Sport Touring model, standard on the top-spec Avenir) ride more firmly, yet they bring a Watt’s link to the Envista’s torsion-beam rear axle, which helps discipline the lateral forces acting on the chassis. The more sophisticated setup does make for a slightly more planted and responsive attitude around turns, but it’s not a game-changing upgrade. Rational RefinementWe imagine the Envista’s styling will be its greatest draw in showrooms. While the latest Encore GX and the larger Envision feature faces inspired by Buick’s Wildcat concept car, the Envista is the first model to incorporate that concept’s design language from nose to tail. Upscale yet unpretentious, it has soft forms, good proportions, and thoughtful surface details that help the Envista look far richer than expected for a car that tops out around $32,000 in fully loaded Avenir trim. Given our aversion to bling, we’d settle for the Sport Touring model, which trades chrome exterior trim for stealthier black accents. The Envista’s aura mostly carries over to its interior, with nice applications of brightwork, textures, and contrast stitching helping you mostly forget you’re in an economy car. The woven-like material atop the dash, for example, is obviously molded, but it’s effective in drawing your eyes away from the uninspired hard plastics that dot the rest of the cabin. General comfort levels are high, and the centerpiece is an information display that integrates an 8.0-inch digital readout for the driver and an 11.0-inch center touchscreen under a single pane of glass. The accommodations are more rudimentary in back, with the Envista’s aft quarters featuring fewer adornments on their door panels and no climate-control vents in the back of the center console. This five-foot-11 author had plenty of space when sitting behind his own driving position, but taller riders who sit higher in the saddle may feel confined by the encroaching roofline. Though far from sporty and not as polished as Buick’s grander models, the Envista’s shortcomings are largely attenuated by its stylishness and compelling pricing. A heated steering wheel and front seats can be had on all trims, and auto high-beams, lane-keep assist, lane-departure warning, and automatic emergency braking with pedestrian detection are all standard. As the Buick brand moves to modernize its image with a newly redesigned logo, the Envista makes for a pleasantly affordable foundation. Arrow pointing downArrow pointing downSpecificationsSpecifications
2024 Buick EnvistaVehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base: Preferred, $23,495; Sport Touring, $25,195; Avenir, $29,695
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injectionDisplacement: 73 in3, 1199 cm3Power: 136 hp @ 5000 rpmTorque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
DIMENSIONS
Wheelbase: 106.3 inLength: 182.6 inWidth: 71.5 inHeight: 61.3 inPassenger Volume, F/R: 51–54/46 ft3Cargo Volume, Behind F/R: 42/21 ft3Curb Weight (C/D est): 3100–3200 lb
PERFORMANCE (C/D EST)
60 mph: 9.0 sec1/4-Mile: 16.7 secTop Speed: 115 mph
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpgTechnical EditorMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver’s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines. More