2022 Volkswagen Atlas Cross Sport

2022 falls in the pre-refresh stretch of the generation that began in 2020, so it carries over the 235 hp EA888 2.0T on volume trims. That is modest against the 280–295 hp V6s in rival mid-size SUVs.

The turbo four makes 258 lb-ft low in the rev range, nearly matching the VR6's 266 lb-ft.

The 2.0T runs 0–60 in about 7.5 s and the VR6 is barely quicker. Both trail V6 rivals that run in the high 6s.

The 2.0T is smooth and pulls usefully at low revs around town, but it sounds strained and runs short of breath when passing on the highway. The VR6 is smoother but thirstier, and hardly any quicker.

The 8-speed automatic shifts smoothly in normal driving but can be slow to kick down, which blunts the modest engine's response.

With the tow package, the VR6 is rated for 5,000 lbs, which is typical for the class. The volume 2.0T is rated for only 2,000 lbs.

4Motion AWD is offered with both engines and comes with an Active Control drive-mode selector that includes Snow and Off-Road modes. There is no low range or torque vectoring.

A pavement-oriented two-row crossover with about 8.6 in of ground clearance and no off-road trim, skid plates or lockers. The 4Motion Off-Road mode suits gravel and snow only.

Two gas engines (the 2.0T four and the 3.6L VR6) are each offered with FWD or 4Motion. There is no hybrid or electrified option.

The volume 2.0T 4Motion is rated at 22 MPG combined, below the mid-size gas SUV median. The VR6 drops to 20 MPG.

City economy is mediocre because the heavy body leans hard on the small turbo engine in stop-and-go traffic.

24 MPG on the highway trails the high-20s that many mid-size rivals reach.

The 18.6-gallon tank offsets the modest MPG for about 409 miles of combined range, which is mid-pack for the segment.

This is EPA's current estimate at 15,000 miles a year on regular fuel. It runs high for the class because of the modest MPG.

Both engines run on regular unleaded, and premium is not required.

NHTSA rated both 2022 Atlas Cross Sport drivetrains 5 stars overall. The 4-star frontal and rollover sub-ratings keep it from being a clean sweep.

The 2022 is a carry-over year of the 2020-launched first generation. It rates Good in both small-overlap tests, the original moderate-overlap test, both side tests and head restraints. It has no published updated moderate-overlap result and earned no 2022 Top Safety Pick, which puts it in the middle band despite clean crash results.

Front Assist AEB with pedestrian monitoring and Blind Spot Monitor with Rear Traffic Alert are standard from the base SE, though VW deleted BSM/RTA from some chip-shortage builds of the era. The full IQ.DRIVE bundle (Travel Assist, Lane Assist, Active Side Assist, Emergency Assist) is standard only from the SEL, so the volume SE w/ Technology has core features but no lane centering. NHTSA lists lane departure warning as Optional.

Vehicle-to-vehicle AEB rates Superior, but pedestrian detection is only Basic in both the IIHS daytime and nighttime tests.

Blind Spot Monitor and Rear Traffic Alert are standard in VW's spec, but they are alert-only on the volume trim, and some 2022 builds lost them to chip-shortage deletions. Active Side Assist steering intervention comes only with SEL IQ.DRIVE, and there is no trailer-aware coverage.

The volume SE w/ Technology lacks standard lane keeping and centering. Lane Assist and Travel Assist arrive with SEL IQ.DRIVE, and even there reviewers call it functional but prone to wander on curves, with frequent hands-on prompts.

ACC with Stop and Go and the combined Travel Assist highway assist come as part of IQ.DRIVE, which is standard from the SEL and optional or absent below it. Reviewers describe it as capable, with somewhat abrupt braking in traffic.

Volkswagen offered no hands-free highway driving system in the US for 2022. Travel Assist is explicitly hands-on and uses capacitive steering-wheel detection.

The SE and SE w/ Technology trims (the volume range) have non-adaptive LED projectors and rate only Marginal. The curve-adaptive lamps with high-beam assist on the SEL, SEL R-Line, SEL Premium and SEL Premium R-Line rate Good.

The forward and side view benefits from tall glass and upright A-pillars. The coupe-like sloped roofline and thick D-pillars shrink the rear window and over-the-shoulder view compared with the three-row Atlas. Front and rear Park Distance Control helps on SE w/ Technology, but the Area View 360 camera is limited to the top trim.

The very roomy two-row rear bench and large rear doors make fitting car seats easy. IIHS rates LATCH ease of use only Marginal, which holds it in the middle band.

The Cross Sport is the two-row derivative of the Atlas on the same 117.3-in wheelbase, and every 2022 trim seats five.

This is the published figure for the non-sunroof SE and SE w/ Technology. The SEL's standard panoramic sunroof costs some headroom.

The front structure is shared with the three-row Atlas, and front legroom is mid-pack for a mid-size SUV.

The sloping coupe-style roofline costs second-row headroom compared with the boxy Atlas, though there is still adequate room for most adults.

With the full Atlas wheelbase spread over only two rows, second-row legroom is near the top of the class. It is the Cross Sport's signature space attribute.

There is no third row, so buyers who need seven seats must step up to the standard Atlas. Scored in the low band per the no-third-row rule.

This is very large for a two-row SUV. It scores low in absolute terms because the framework's SUV band also covers three-row SUVs measured with the third row folded.

Generous for a two-row mid-size crossover, though about 19 cu ft short of the three-row Atlas.

Storage is conventional but roomy: a deep center bin, large door pockets, and a flat, wide cargo floor behind reclining rear seats. The volume SE w/ Technology adds a 115V outlet, but there are no underfloor or fold-flat innovations.

The front seats are supportive, with a power driver's seat and standard heating, and the very roomy rear bench reclines. Volume trims use leatherette with flatter cushions, and ventilation and sport bolsters are reserved for the SEL Premium R-Line.

The ride is composed and well damped, and reviewers call it smooth and comfortable on the highway. The 20-inch wheels on the volume SE w/ Technology (21s on the top trim) add some thump over sharp seams.

KBB finds the cabin quiet at highway speeds, but other reviews note tire roar on the large wheels and a buzzy 2.0T under load. Overall it is about average for the class.

Heated front seats are standard, and the SE w/ Technology adds remote start and dual-zone climate. The heated steering wheel arrives at SEL, while ventilated fronts and heated rear seats are only on the SEL Premium R-Line, so the key features land on mid trims.

2022 is the third year of the first-generation Cross Sport (launched for 2020), a carry-over year before the 2024 refresh. The entry SE FWD uses the 235 hp 2.0T; prices rose during the model year, so KBB's final list figure is used, consistent with how the 2023 file was priced.

SE w/Technology is the volume configuration (IQ.DRIVE adaptive cruise, remote start, hands-free liftgate), and most buyers add the $1,900 4MOTION AWD. Earlier-in-year pricing was lower (SE w/Technology FWD ~$37,805 before destination).

Same EA888 2.0T / VR6 hardware as the 2023, so a center-weighted figure from the published spread is used. VW parts and labor run above Japanese/Korean rivals but the Cross Sport is not unusually costly.

The 2022 has lost about a third of its value in roughly three years, tracking the Cross Sport's ~50% five-year curve — weak-to-middling for the class, and the 2024 refresh dates the pre-refresh car on the used market.

Volkswagen's New Vehicle Limited Warranty is 4 yr / 50,000 mi for MY2021+ vehicles, including the 2022 Cross Sport. Beats Honda/Toyota/Ford/GM 3/36, short of Hyundai/Kia 5/60.

From MY2021 VW dropped the separate longer powertrain term; engine and transmission are covered only for the 4 yr / 50,000 mi basic period — the shortest powertrain coverage in the class.

VW Carefree Coverage includes the first two scheduled services (2 yr / 20,000 mi), 3 yr / 36,000 mi roadside assistance and a Car-Net connected-services trial. Useful, but the 20,000-mile cap is tight.

$42,750 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $21,375) leaves about $21,375 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,875 in total.

2022 is the third year of the pre-refresh first-generation Cross Sport (launched for MY2020), a carry-over year. Consumer Reports rates the Atlas family about average for 2022, but J.D. Power gives the closely related 2022 Atlas only 65/100 (Fair) on Quality & Reliability, below the 2023's Average rating. Owners name reliability as the weakest attribute, so it sits low in the average band.

Volkswagen has sat in the lower third of Consumer Reports' brand reliability rankings and below the industry average in J.D. Power's Vehicle Dependability Study across recent study years, with electronics and infotainment the most-cited problem areas. This is a persistent multi-year pattern rather than a single bad year.

Seven NHTSA campaigns cover the 2022 Cross Sport, one more than the 2023. They include a 2.0T connecting-rod-bearing defect that can cause engine failure and two air-bag campaigns: a PODS fault that deactivates the passenger air bag, and corroding door-harness contacts that delay side air-bag deployment. A defective eMMC module that can blank the rearview camera and several assembly-quality campaigns (unfiltered fuel injectors, under-torqued hitch and trailing-arm bolts) add to an above-normal record. None is a park-outside or do-not-drive order.

The volume 2022 Cross Sport uses the 235-hp 2.0L EA888 turbo-four with an 8-speed Aisin automatic; the optional 3.6L VR6 is an old, well-proven if thirsty design. The EA888 family is high-volume and broadly durable but carries known water-pump/thermostat-housing and carbon-buildup service items. This model year is also covered by a connecting-rod-bearing engine-failure recall and a fuel-injector-filter campaign, both real knocks against the engine being scored.

The pre-refresh cabin is roomy and logically laid out but plain, and reviewers routinely note abundant hard plastics on the doors and lower dash, especially on lower trims. That is competitive for a mainstream mid-size two-row SUV but behind rivals like the Honda Passport and Hyundai Santa Fe in perceived richness. The upgraded interior arrived only with the 2024 refresh.

Built in Chattanooga alongside the Atlas on mature first-generation tooling, the Cross Sport shows solid panel fit and no systemic rattle pattern. Assembly-torque recalls on the trailer hitch and rear trailing-arm bolts, injectors assembled without filters, and a Fair J.D. Power quality rating hold it back.

Volkswagen's US network of roughly 600-650 dealers is about half the size of Toyota's, which leaves coverage gaps in rural markets. Metro coverage is adequate, and owners rate the dealership experience only middling.

VW parts and labor cost more than mainstream Japanese and domestic rivals, and repair-cost indices put the brand above average for annual repair spend. The shared MQB/EA888 parts pool and a large aftermarket keep availability good. For 2022 the warranty is 4 years/50,000 miles bumper-to-bumper.

The pre-refresh head unit has an 8-inch screen on the volume SE w/ Technology and above and a 6.5-inch screen on the base SE. Both are small for the class, and the 12-inch screen arrived only with the 2024 refresh.

The small screen is simple, quick and logically laid out, and KBB calls the tech intuitive. Physical climate controls and a volume knob avoid the touch-slider complaints about the 2024+ car, but the small display limits the usefulness of maps and split-screen views.

Wireless App-Connect (CarPlay and Android Auto) is standard from the volume SE w/ Technology up, while the base SE's 6.5-inch unit is wired-only. That is effectively standard on the trims people buy, but not on every trim.

Embedded Discover Media navigation starts at SEL, above the volume trim, and voice control is command-based. Most owners will use phone projection instead.

Volume trims use a basic six-speaker system. A 12-speaker Fender premium system is reserved for the top SEL Premium R-Line, and it is pleasant rather than a class benchmark.

For 2022 an 8-inch Digital Cockpit is standard on SE and SE w/ Technology, so there is a digital cluster on every trim. The larger, more configurable 10.25-inch Digital Cockpit Pro starts at SEL, above the volume trim.

MY2020+ VW vehicles on the MIB3 head unit can receive limited over-the-air infotainment updates through myVW. There are no whole-vehicle updates that add features.

The myVW app with Car-Net offers remote lock/unlock, vehicle status, parked-car location and remote start on equipped trims. Remote Access is subscription-gated after the trial, there is no phone-as-key, and app reliability reviews are mixed.

The volume SE w/ Technology adds a wireless charging pad, extra USB ports and a 115V household outlet. The ports are not high-wattage, and the base SE has only the basic ports.

Proximity keyless entry and push-button start are standard from the base SE. Remote start and the hands-free power liftgate arrive on the volume SE w/ Technology, and there is no phone-as-key.

A rear camera is standard, and front and rear parking sensors come with the volume SE w/ Technology. The 360-degree Area View camera and Park Assist steering are confined to the SEL Premium R-Line.

No head-up display was offered on any trim of the 2022 Atlas Cross Sport; VW added one only with the 2024 refresh.

40.4 in of rear legroom, big rear door openings and a wide 40.3 cu ft cargo bay make daily kid-and-stroller logistics easy. IIHS rates LATCH ease of use only Marginal.

It earns 5 stars overall from NHTSA and Good IIHS crash results, with standard AEB, blind-spot monitoring and rear traffic alert. But it won no 2022 Top Safety Pick, pedestrian AEB rates only Basic, headlights on the volume trims are Marginal, and the full IQ.DRIVE suite starts at SEL.

A very roomy, reclining second row and 40.3 cu ft of luggage space with all seats occupied suit long family trips. Rear amenities on the volume trim are thin: heated rear seats and rear sunshades are top-trim only, and there is no rear entertainment.

Light steering, standard adaptive cruise on the SE w/ Technology and composed low-speed manners make it easy in traffic. Turbo lag off the line and an 8-speed that is hesitant to downshift add some friction.

At 22 MPG combined for the volume 2.0T 4Motion (20 MPG for the VR6) and about $3,050 a year in fuel, it is an expensive commuter against hybrid-equipped rivals.

A 195.5-in-long, 78.4-in-wide body with a 40.5 ft turning circle is cumbersome in tight lots. The sloping roofline shrinks the rear window, and the 360 camera is limited to the top trim, though the SE w/ Technology adds front and rear sensors.

The volume 2.0T tows only 2,000 lbs, and the 5,000-lb rating requires the VR6 with its hitch. The 77.8 cu ft flat load floor helps with materials, but this is a unibody crossover with no bed.

The EA888 2.0T and the VR6 are well-understood engines, and the V-Tex leatherette wipes clean. But VW ranks poorly in dependability studies, and the Cross Sport has no fleet or work-duty track record.

Roof rails, a 115V outlet on the volume SE w/ Technology and a standard hitch on VR6 models cover light duty. There is no high-output onboard power and no work-focused upfit ecosystem.

Smooth, quiet highway manners, a roomy rear seat and about 409 miles of range make it a competent tourer. Travel Assist lane centering is standard only from SEL, and tire noise on the 20-inch wheels limits its long-haul appeal.

4Motion with drive modes, about 8.6 in of clearance and roof rails handle gravel roads and bike racks. The VR6 tows 5,000 lbs, but the volume 2.0T manages only 2,000, and there is no off-road trim or underbody protection.

40.3 cu ft with the seats up and 77.8 cu ft folded is a large, squared-off load space for a two-row SUV, extended by roof rails and an available hitch. The plain 60/40 split and sloping tailgate limit tall items.

It shares the Atlas MQB chassis but is lighter and lower, and reviewers find it drives smaller than its size with decent body control. It still leans when hurried.

VW's electromechanical rack (13.6:1, 2.76 turns lock to lock) is accurate and easy to place, but it is light and short on feedback.

Stopping distances are about average for a mid-size crossover of roughly 4,300 lbs. Soft initial pedal travel undermines confidence in hard stops.

The 235-hp 2.0T pulls adequately once on boost (0–60 mph in 7.5 s), but there is lag off the line. The 8-speed is smooth yet slow to downshift, and auto stop/start restarts are noticeable.

The four-cylinder works hard moving a two-ton crossover and sounds coarse under load. The optional VR6 is smoother but barely quicker, and refinement at a cruise is fine.

The Cross Sport keeps the full 117.3-in Atlas wheelbase, so it turns no tighter than the three-row model. That puts it near the bottom of the mid-size SUV band.

The driving position is commanding and adjusts well, with physical climate controls and conventional steering-wheel buttons that avoid the 2024 refresh's touch-control complaints. The tapering roofline and thick rear pillars cost over-the-shoulder visibility.

The lighter, lower Cross Sport feels sportier than the Atlas and has pleasant road manners. But neither the 2.0T nor the VR6 has much character, and R-Line is an appearance package.

The 2022 SE includes the standard Digital Cockpit, App-Connect, LED lighting, Front Assist AEB, blind-spot monitoring and rear cross-traffic alert, but adaptive cruise/IQ.DRIVE, remote start and the power liftgate wait for SE w/Technology. Competitive for the price rather than generous.

A ~$35K starting price undercuts most two-row midsize rivals and buys a huge rear seat and cargo hold, but the 235 hp 2.0T is down on power, the VR6 adds cost without much speed, fuel economy is below average and resale is soft (~33% lost in three years).

A wide, well-spaced lineup from ~$35K SE through SE w/Technology, SEL, SEL R-Line, SEL R-Line Black and SEL Premium R-Line, with FWD or 4MOTION on lower trims and a choice of 2.0T or 3.6L VR6. No hybrid.

About 24,700 US sales in 2022 — a dip during the chip-shortage year and well short of segment leaders and the three-row Atlas, recovering to ~34,800 in 2023. A mid-pack niche seller.

Volkswagen is a mainstream brand with some German-engineering appeal that suits the design-led Cross Sport, but it isn't aspirational in the US and trails Toyota/Honda on reliability perception, which shows in soft resale.

Model-year 2022 sold at the peak of the semiconductor-shortage inventory squeeze, when discounts across the industry largely vanished and many dealers sold at or above MSRP; VW also raised list prices mid-year. Little buyer benefit beyond occasional financing offers.

2022 is the third year of the first-generation Cross Sport (launched for 2020) — mid-cycle and still current, though the heavy 2024 refresh (new interior, larger screens, VR6 dropped) was revealed only months after the 2022 run.

Well-reviewed but rarely the pick of the class: critics praise the styling, roomy interior and cargo space, and fault the underpowered engines, so-so interior quality and below-average fuel economy. No major 2022 awards or comparison-test wins.