2017 Volkswagen Golf Alltrack

2017 Volkswagen Golf Alltrack

Episode 3717
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Volkswagen has a host of big and even bigger crossovers hitting the market. But if you really don’t want to go “big”, and think that a compact all-wheel-driver would fill your needs; than may we suggest setting your sights on the Golf Alltrack. A 5-door wagon that is a true all-weather, all-road runabout. 

The 2017 Volkswagen Golf Alltrack follows a simple formula used by Subaru, Volvo, and even AMC’s Eagle if you want to go way back. Take a station wagon, jack up the suspension, make some form of 4x4 system standard, add a touch of exterior ruggedness, and voila; a fun little all-wheel-drive 5 -door that’s as easy to drive as it is capable. That’s the VW Golf Alltrack.

Like the Golf SportWagen that it’s based on, output from its 1.8-liter turbo I4 engine is modest, at 170-horsepower. But its 199 lb-ft. of torque helps it feel much peppier.

In the spirit of VW, a 6-speed manual transmission is standard; the option being a DSG automatic, also with 6-gears.

Things we’ve always praised about the Golf, including its super-solid feel, very little noise intrusion, and fun disposition, are all still here. Add in that you now sense you really can go just about anywhere in the Alltrack, and you’ve got a real winner. 

We still think VW’s pop-out badge hatch release is brilliant, and were further impressed once we opened it up to find a very deep, unobstructed cargo space. There’s 30.4 cubic-ft. for filling up with stuff; 66.5 if you fold the seatbacks down. That’s just short of most compact crossovers; and much more than the typical subcompact utility. 

As for the driver’s space, there are some special touches to help it feel a step above the SportWagen; including nicer materials and updated trim. It’s not SUV roomy, but there is adequate space to get comfortable up front, as well as more than expected room in back.   

The touch screen interface doesn’t cut the edge as much as it once did, and the whole dash theme looks a bit outdated. For 2018, Alltracks gain an upgraded screen with more features.

VW still leaves plenty of manual controls however, and they all work very well.

More personality has been added outside. Now, we’d stop short of calling Alltrack truly rugged looking, but we very much like the brighter cladding over the usual black, as it helps it to look more outgoing, perhaps even classy; think remote country club, more so than back country. Ground clearance is up only 1.4-inches over the SportWagen, at 6.9. 

And that does take away from the typical Golf handling experience somewhat. Body roll is not that much more pronounced, but we did experience a lightness to the rear that gave us pause at first.  Until we realized that we were really flying through here. 

So there’s no arguing, it remains highly capable; it just doesn’t have that nailed down feel we’re used to; perhaps we still had thoughts of GTI in our heads when we took to the slalom course.

While the engine is willing, there’s some hesitation at launch; as the car seems to be questioning your motives when you go full throttle. Once we got it rolling, we managed to hit 60 in a fine 7.4-seconds. 

That same tardy feel exists in the transmission as well, really stretching out shifts. 15.8 was our best ¼-mile time, at 88 miles-per-hour. 

We’d consider a 122-foot average stopping distance from 60 a touch long these days, but we did find the Alltrack to be very stable, and the brake pedal had a nice firm feel. 

As for when the going gets rough, an off road setting has been added to the drive modes. It modulates traction-control and hill decent control to match rougher terrain. Together with the already capable 4Motion all-wheel drive system, you do feel kinda unstoppable.

On that note, active safety including automatic emergency braking is available.

Government Fuel Economy Ratings for an automatic Alltrack are 22-City, 32-Highway, and 26-Combined. For a slightly better than average Energy Impact Score of 12.7-barrels of annual oil consumption, and 5.7-tons of CO2 emitted. 

With base pricing of $26,670, Alltrack is not overpriced by any means; but it is about $4,000 over a base Subaru Crosstrek, and about $2,000 over a 4Motion SportWagon.

We’ve been waiting for quite a while now, for a true Subaru-fighter to emerge; and while this 2017 Volkswagen Alltrack certainly qualifies, and there’s a lot to like about it; many will find it hard to justify the step-up in price. Still, no Subaru delivers driver satisfaction like a Volkswagen. So, just like the rest of the compact Golf lineup, VW has done almost everything just right, setting on the right track for Alltrack. 

Specifications

  • Engine: 1.8 liter
  • Horsepower: 170
  • Torque: 199 lb-ft.
  • 0-60 mph: 7.4 seconds
  • 1/4 mile: 15.8 seconds @ 88 mph
  • EPA: 22 mpg city / 32 mpg highway
  • Energy Impact: 12.7 barrels of oil/yr
  • CO2 Emissions: 5.7 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW