Kia

• 2020 Kia Forte GT Review: Basically Fun

  The verdict: Compact cars are often purchased as basic transit, and the 2020 Kia Forte answers that call, but if you splurge for a GT trim you’ll get a bit of inexpensive fun without sacrificing everyday drivability.

  Versus the competition: Some compact sedans offer versions with sporty appearance packages that fail to deliver on the fun mechanics, but the Forte GT is not guilty of that. Its performance and cabin upgrades deliver enough action to help the car stand out yet keep costs reasonable.

  The Forte competes in the compact sedan class against the likes of the Honda Civic, Hyundai Elantra and Toyota Corolla; see them compared. Each of those cars offers an enthusiast version: the Civic Si, Elantra N Line and Corolla Apex.

  Kia’s compact sedan was redesigned for 2019 and has seen few changes since. The biggest was 2020’s addition of a sport-oriented GT trim level with a new turbocharged engine and sport suspension.

  

  Peppy and Playful

  The Forte GT is pleasantly peppy. Its upgraded engine — a 201-horsepower, turbocharged 1.6-liter four-cylinder — hustles fairly quickly off the line, and you’ll hear it; the throaty exhaust note comes on strong and is a nice complement to the engine’s added oomph. The four-cylinder is paired with a seven-speed dual-clutch automatic transmission that behaves nicely, with well-timed, smooth shifts; a six-speed manual is also available. Other Forte trim levels make do with the standard 147-hp, 2.0-liter four-cylinder and continuously variable automatic transmission.

  Regardless of whether you choose the manual or automatic transmission, the GT’s added fun will cost you 3 mpg combined versus the standard engine: The regular Forte 2.0-liter is EPA-rated 31 or 33 mpg combined with the manual and CVT, respectively, while the GT is rated 28 or 30 mpg, respectively. The Forte GT and Elantra N Line are a bit thirstier with a manual than is the Civic Si, which is rated 30 mpg combined, but they offer more efficient automatics, which the Honda lacks. The Corolla Apex tops them all at 32 mpg with a stick shift and 34 mpg with an automatic, but it comes with trade-offs I’ll address below.

  The Forte’s selectable driving modes alter its character quite a bit — for better and for worse. For extra responsiveness, pop it into Sport mode for more aggressive acceleration response and shift timing. Smart mode is designed to save gas, and it dulls acceleration and overall responsiveness.

  Besides its unique drivetrain, the GT also gets a sport-tuned suspension. It handles nicely; the firm suspension deftly navigates curves with little lean, and there’s adequate shock absorption over bumps. Its steering has a quickness that further helps deliver a playful, connected-to-the-road feel.

  The Forte GT is fairly well matched in terms of power against the Honda Civic Si and Hyundai Elantra N Line, which shares its engine with the Forte GT. (This comparison is most relevant because their weights are relatively similar.) Toyota’s sport-oriented version of the Corolla disappoints; like the others, the Corolla Apex has the added visual flair of a sport model and some suspension upgrades, but not enough performance goodies to make it much more entertaining to drive than a regular Corolla — which is to say, about as fun as attending a condo board meeting.

  

  Clean, Sporty Cabin

  The Forte’s clean, horizontal dashboard design appeals for its simplicity; elsewhere, the cabin strikes a jazzy tone with sport seats with red contrast stitching, a flat-bottom steering wheel, and pops of glossy black trim on the dash and doors. There’s some hard plastic on the door panels and at knee level, but most surfaces feel decently padded.

  The sedan’s multimedia system is also well-done. The standard tabletlike 8-inch touchscreen sits high on the dash for good visibility. It’s responsive, and the system’s clear graphics and straightforward menu structure simplify operation.

  Under the screen are several physical climate controls, which are also located within easy reach. Android Auto and Apple CarPlay smartphone integration are standard, and a wireless charging tray for compatible phones is optional. Other available features include heated and ventilated front seats and a 320-watt Harman Kardon premium audio system.

  The Forte is mid-pack in both backseat headroom and legroom, but it loses points for child-safety seat accommodations. Front legroom is tight when rear-facing car seats are in place, and installation isn’t easy; the lower Latch anchors are buried in stiff upholstery and require some muscle to access. Other compact sedans have similar legroom issues but easier-to-access Latch anchors.

  According to manufacturer specifications, the Forte’s trunk space is slightly larger than its competitors’ at 15.3 cubic feet. In practice, though, it’s disappointing. The trunk is deep, but the opening isn’t very tall, so fitting anything other than small items inside is tough. Its hinges also intrude into the space, potentially crushing cargo. Its cargo net, however, is a nice way to keep smaller items from rolling around (and getting crushed).

  Safety and Value

  The 2020 Kia Forte is well-equipped with a lot of standard safety features. All models get a forward collision warning system with automatic emergency braking, lane departure warning, lane keep assist and a driver attention warning system.

  Upper trim levels get even more standard safety equipment: a blind spot warning system with lane change assist and rear cross-traffic alert is standard on EX, GT-Line and GT trims. On the GT, adaptive cruise control and a reverse parking distance warning system are optional; they’re unavailable on other trims.

  Competitors offer similar levels of standard and available safety features, but the Forte GT costs a lot less. With the automatic, it starts at $23,655 — lower than automatic versions of the Elantra N Line ($26,195) and Corolla Apex ($26,065). The Civic Si — which comes only with a manual transmission — starts at $26,155 in sedan trim. All prices include destination charges.

  Budget is usually top-of-mind for compact sedan shoppers, but those willing to spend a little extra for fun will get just that with the Kia Forte GT.

  Source: cars.com

• 2021 Kia K5 GT First Test: Front-Wheel-Drive Burnout Machine

  Never forget how important the right tires are.

   

  "Power is nothing without control." That's not a quote from a notable historical figure or philosopher; it's part of Pirelli's marketing message, with the slogan plastered across billboards during Formula 1 races. The point is well taken, but Kia apparently didn't get the memo while it worked on the 2021 Kia K5 GT.

   Funny enough, the Korean manufacturer ships the 2021 Kia K5 GT on Pirelli P Zero All-Season tires rather than the outright performance rubber it begs for. And those tires stick out like pimples on a teenager's face—you just want to pop 'em. However, an excellent and darn quick family sedan sits atop those four hunks of rubber.

  Did Somebody Say Power?

  

  Much like the 2021 Hyundai Sonata N Line we tested earlier this year, the 2021 Kia K5 GT's immense grunt comes courtesy of a 2.5-liter turbocharged I-4 that kicks out 290 hp and 311 lb-ft of torque. Those types of figures tend to be too much for the front wheels of most cars, and the Kia is no different.

  Should you manage to avoid undue wheel hop and execute a clean launch, the K5 GT sprints from 0 to 60 mph in 5.4 seconds, just a tenth shy of the Sonata N Line. The 0.1 second advantage holds true all the way to the quarter-mile mark as the Kia crosses the line in 14.0 seconds at 101.8 mph. Although the all-season tires might not have limited the GT significantly during its acceleration runs, the rubber made a huge difference in braking and around our figure-eight course.

   

  Handling And Braking

  The 2021 Kia K5 GT needed 127 feet to stop from 60 mph, an unimpressive result for what is supposed to be a somewhat sporty sedan. The Rolls-Royce Cullinan, a yacht-sized SUV that weighs 2,715 pounds more than the K5 GT, stopped 20 feet shorter. Out of every 2021 model-year sedan we've tested to date, just one stopped in a longer distance: the Honda Accord EX-L, which needed 129 feet.

  The Sonata N Line also stopped in a considerably shorter distance, just 110 feet, and the difference between the two sedans is even more apparent around our figure-eight test. The 2021 Kia K5 GT's time of 26.3 seconds at an average of 0.69 g was both slower and less grippy than the Sonata N Line's 25.8-second time at 0.72 g. Of course, the Hyundai we tested wore stickier rubber.

  How Does It Feel?

  

   Without available options for all-wheel drive or a limited-slip differential, the 2021 Kia K5 GT sells itself a bit short. After a riotous first five minutes behind its wheel, the charm of an absurdly powerful four-banger and an equally absurd lack of grip at the driven wheels tends to bleed into frustration. You'd like to stop screeching your way through every intersection and away from every stoplight, but at anything more than 50 percent throttle, the GT is either abusing its front tires or being suffocated by traction control—all the way into third gear.

  But perhaps the most telling number regarding just how quick the K5 GT could be is how it accelerates at speed. It needs just 2.5 seconds to get from 45 to 65 mph; that's 0.2 second quicker than a Mercedes-AMG GLA35 and right on par with the 2022 VW Golf GTI. It's also quicker than the Honda Accord Sport 2.0, the midsize family sedan everyone wants to steal the gold medal from. The instant the K5 GT is no longer traction limited, its persona changes from a knuckle-dragging burnout machine into something resembling a legitimate sport sedan.

  What About Comfort?

  What's more, the rest of the 2021 Kia K5 GT doesn't lose any of what makes the K5 one of the better sedans in its class. The eight-speed double-clutch transmission is surprisingly snappy, and it rips shifts without hesitation whenever the driver beckons. It's nearly as alert as the DSG in the new Golf GTI, a standard-setter for mass-market twin-clutch transmissions. The car's overly light steering doesn't provide much in the way of feedback, but that hardly matters when there's so little grip to begin with.

  However, the all-season tires might provide one advantage over a sportier tire: comfort. Despite sharing a platform with the Sonata N Line, the Kia K5 GT's ride is markedly better than the Hyundai's. Around town, the supple suspension tune and squishy tires deliver a sort of calm that contradicts the beastly character lurking under the hood. The ride quality isn't what you'd call serene all the time, and a fair amount of wind noise can creep into the cabin by way of the driver-side mirror. But the K5 GT's poise and the way it handles bumpy ruts make it easy to believe you're driving something much more expensive.

  

  Interior

  The K5 GT's interior features a lot of plastic, but it doesn't cheapen the car's appeal. Kia uses some nice materials for the cabin's touchpoints, and it breaks up the plastics used everywhere else. The dash is handsome and boasts a nice screen that integrates with the instrument cluster cowl instead of sticking out like a tacked-on tablet. The cabin is spacious for both front and rear passengers, and the trunk offers a handy 16.0 cubic feet and a wide aperture.

  With all of Kia's excellent driver aids, a supportive pair of front seats, and easygoing road manners, the 2021 Kia K5 GT is certainly worth considering if you want a sedan with some hot sauce under its hood. Set your budget for some proper summer tires on top of the car's $35,705 base price, and you'll unlock its potential.

  (motortrend.com)

• 2021 Kia K5 Pros and Cons Review: Better Than Accord?

  Previously known as the Optima, Kia's new family sedan tries to stand out in a competitive segment.

  The 2021 Kia K5 is trying to impress. This midsize sedan replaces the Optima in North America and adopts sportier styling than that of its predecessor. The Optima wasn't really known for its dynamic experience—it was a nice sedan that didn't impress or disappoint. With the K5, however, Kia seeks to change that. An all-turbo powertrain lineup, available all-wheel drive, and a spacious cabin all help the K5 generate some buzz in the still-crowded midsize sedan segment.

  Whether you like it or hate it, the K5 is easily spotted in a crowded parking lot. The front end gets a new iteration of Kia's "tiger nose" grille and adds fake air vents, plus those Z-shaped daytime running lights. The rear is more mature, as it adopts dual exhaust tips and taillights that connect via a thin LED strip. The flashier exterior made an impact on our judges—some welcomed the new styling direction, but testing director Kim Reynolds described it as "more alien than interesting."

  

  Sharing its platform and powertrains with the Hyundai Sonata, the K5 has a turbocharged 1.6-liter four-cylinder base engine with 180 hp and 195 lb-ft of torque. The optional turbo 2.5-liter is only available in the GT model, where it produces 290 hp and 311 lb-ft of twist. With its extra power, the K5 GT is much punchier than the Honda Accord 2.0T and delivers more torque than the Toyota Camry V-6.

  Naturally, the 2.5-liter became the favorite among judges, as it made the K5 more fun to drive. The GT also handled well in our figure-eight test (though its sport suspension delivered a stiff ride on the street). We were especially thankful that Hyundai and Kia are still differentiating these platform-sharing cousins at a time when many automakers are dropping out of the sedan segment altogether.

  With the Hyundai Sonata also participating in this year's competition, judges tried to find the differences between both (besides the sheet metal). "There was a spell when their products were very different from one another, but after getting out of the Sonata N-Line and into the K5 GT, the lines are increasingly blurred," features editor Christian Seabaugh said.

  Although the Kia K5 and Hyundai Sonata drive similarly to each other, the differences were more notable inside. Our top-of-the-line K5 EX came with heated and ventilated front seats, a heated steering wheel, a 10.3-inch touchscreen with Apple CarPlay and Android Auto compatibility, and a panoramic sunroof. When compared to the Sonata SEL Plus, which is a trim below the fancy Sonata Limited, the K5 EX misses some important features, such as a digital instrument cluster and the ability to use your smartphone as a key. The "Smaht Pahk" feature that made the Sonata a star during the Super Bowl is also not available in the K5. But with a $32,355 price tag, this K5 EX offered a lot of bang for the buck.

  

  We had mixed opinions when it came to the interior styling. Some judges preferred the K5 and its traditional shifter, but others liked the Sonata's airy cabin, a result of its compact button shifter. "As much as I like the fake wood trim and the different dash, I don't think the K5's styling will age well," Motortrend Buyer's Guide director Zach Gale said. On the other hand, editor-in-chief Mark Rechtin preferred the K5's driver-oriented center console: "Everything is within easy reach."

  Although the K5 brings significant changes to Kia's midsize sedan, it didn't have enough to move the needle for our editors. And even though it stands out among the competition in terms of design and optional powertrains, it continues to be overshadowed by the Accord (and perhaps even the Sonata).

  Source: mototrend.com

• 2021 Kia Sorento Is Compelling in Hybrid Form

  The front-wheel-drive hybrid version of Kia's redesigned Sorento mid-size three-row crossover packs a solid 227 horsepower and a 37-mpg EPA combined estimate.

  The new 2021 Kia Sorento hybrid doesn't make a big deal of itself, despite being the first electrically assisted version of Kia's mid-size crossover. It's got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you'd expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid's combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive-only Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.

  

  To get the Sorento hybrid's 227 horses out of a 1.6-liter turbo-four, you'd generally have to boost the bejesus out of it. Kia didn't do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway.

  

  Kia's highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are both almost the same and happen at low revs, which helps explain why the hybrid's low-end grunt feels diesel-like in strength. It's simply a smooth, prodigious shove that's out of proportion to the gas engine's displacement.

  The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that's a common hybrid trait. As dealership sales reps like to say: They all do that. And, as we tend we say: At least it's not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid's conventional automatic, there are paddle shifters on the back of the steering wheel.

  

  The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you'll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won't ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.

  Priced at $34,760 to start for the base S trim, the hybrid costs $1700 more than a non-hybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated for 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $1750 in fuel. Your mileage may vary, of course, but you'll notice that those estimated savings neatly erase the hybrid's price premium. It looks as if a half-decade is your financial break-even point, if that's a motivating factor. But the hybrid also is the significantly more powerful option, and that's a worthy upgrade on its own. Just don't expect it to outpace the nonhybrid Sorento's optional 281-hp 2.5-liter turbo-four that we've already driven.

  In terms of drawbacks, the Sorento hybrid has a couple. It's only available as a front-driver, so if all-wheel drive is nonnegotiable you'll need to look elsewhere—or wait for the upcoming plug-in hybrid variant that drives all four of its wheels with a combined 261 horses and a significantly larger battery. The hybrid also shouldn't be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models' 3500-pound max. But if neither of those factors is an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.

  SOurce: caranddriver.com

• 2022 Kia Carnival First Drive Review: So Long, Sedona

  No Ferris wheels or fried dough, but the Carnival is good fun.

  Drop the fantasy for a moment. As much as we'd all love to project the rough-and-tumble, outdoorsy ruggedness associated with the deep-voiced sales pitches in SUV ads, how often are you really tackling anything more challenging than a gravel parking lot or a dusty fire road?

  

  Buyers in need of three-row seating but who won't capitalize on the off-road Sporting aspect of a sport utility vehicle can get loads more utility out of a less ostentatious, less understood class of vehicle. The clever buyer shops for a minivan—or as Kia is calling it, a multipurpose vehicle (MPV). As much as we love the SUV of the year-winning Kia Telluride, the new 2022 Kia Carnival MPV could be a smarter fit for most families.

   

  If you haven't heard of the Carnival, you're not alone. Kia introduced it as a new nameplate for 2022 to replace its Sedona minivan, which Kia has sold in the U.S. since the 2002 model year.

  The Carnival rides on a lighter, stronger platform than the outgoing Sedona and features boxy, SUV-inspired sheetmetal reminiscent of newer Kia designs, including the Telluride, Seltos, and Sorento. (A neighbor even asked if it was an SUV or a minivan, which surely would thrill Kia's designers.) This is also the first model to don the newly redesigned Kia badge.

  

  Cavernous Cargo Carrying

  The Carnival is more spacious than the van it replaces, too. With 40.2 cubic feet of cargo space behind the third-row bench, it has 6.3 cubic feet more cargo volume than the old Sedona and at least 6.7 cubes more than any other current minivan. Stowing the third-row seats is easily doable with one hand via a chunky handle on the back of the seat, and with the seats folded, the load floor is completely flat.

  Space behind the second row is class-competitive but a few cubes behind a comparable Honda Odyssey or Chrysler Pacifica. The Carnival's second-row seats are removable (in all models save the range-topping SX Prestige), a feature the Sedona didn't offer. To do so, lift a lever under the back side of the seat and fold the seat forward; removal requires no more than average adult strength, but the awkward shape means it may be wise to enlist the help of a partner.

  

  Those planning to frequently swap between using the maximum space behind the first row and using the second-row seats may be better off with Chrysler Pacifica's Stow 'n Go solution rather than wrangling the second-row seats into and out of the Carnival. Once they're removed, however, not only does the Kia have more space behind the first row than any other minivan, but its cargo volume also measures larger than that of the colossal Chevrolet Suburban (145.1 versus 144.7 cubic feet).

  Three Roomy Rows Of Seating

  But don't go thinking the Carnival is just a cargo van stand-in. The new MPV can be ordered in seven- and eight-passenger configurations, both with ample legroom in all three rows. Third-row access is near effortless with a one-hand pull of a handle beneath the second-row armrest that folds and slides the seat forward; older kids will have no problem operating it themselves. Third-row legroom matches the Pacifica and is a couple inches behind the Sienna and the Odyssey. A 6-foot-1 passenger has just enough legroom in the way back, but their head likely will be brushing the ceiling. Also, the rearmost windows border on claustrophobia-inducingly small.

  

  The second row is really where it's at. Beyond the 40.5 inches of legroom, its neat aspect comes with the SX Prestige and its "VIP" second-row seat. The Prestige swaps out the standard second-row bench for two leather-lined, heated, and cooled lounges that are more comfortable than the furniture in most living rooms. You can slide them way back, to make room for the Prestige's party trick: full recline with power-extendable legrests. Friends compared them to the plush recliners in upscale movie theaters. At $47,275, the Carnival SX Prestige is pricey, but it's less than other top-spec minivans. And it easily represents the most luxurious rear seating experience in any car under $50,000.

  Up front, there's an 8.0-inch touchscreen infotainment system featuring Apple CarPlay and Android Auto as standard, but that's only on the base model. All other trims showcase a huge 12.3-inch display that's set high on the dash to keep your eyes near the road. Through the infotainment screen, the driver or front passenger can access the cabin camera and the intercom (standard on EX and above), which allow parents up front to talk to and keep an eye on kids in the back without turning around.

  

  Living With The Kia Carnival

  For the most part, it all comes together as a well-executed people mover.

  There are six USB charging ports in the car (eight with the rear seat entertainment displays) plus two three-prong household outlets and two 12-volt power outlets. Including the wireless charging pad that's standard on EX trims and higher, it's possible to charge as many as 13 devices at once. The Carnival has 11 cupholders, too—no matter how many people you pack into this thing, no phone need go uncharged and no cup or juicebox unheld.

  

  The interior design is just as handsome as the bodywork. Kia integrates metal-look trim throughout the cabin, and leatherette upholstery is standard on the EX and SX. Especially with the Prestige trim's dual 12.3-inch front displays, the cabin gives off real Mercedes-Benz vibes. That said, the metallic trim can cause dangerous glare for the driver in the wrong light. What's more, Kia's overreliance on capacitive-touch buttons for HVAC and infotainment controls can be frustrating, as they lack tactile feedback and can be tough to find without taking your eyes off the road.

  SX trims and above include dual 10.1-inch displays as part of a rear entertainment system. The displays feature preinstalled apps for streaming Netflix, Youtube, and Twitch, and there's a kids mode with graphics by Pinkfong, the South Korean children's educational empire behind last year's Baby Shark phenomenon. Factor in the HDMI, USB, and wireless device-mirroring capabilities, and the entertainment prospects are vast.

  The rear entertainment displays are not perfect, however. Streaming content through any of the preinstalled apps requires connecting the system to a paired smartphone's Wi-Fi hot spot because unlike its competitors, the Carnival does not include one. In an effort to treat the Carnival as a mobile office for an afternoon, we were also frustrated to find the HDMI input produced a fuzzy, low-res image and too much lag to accurately use a cursor, though Kia insists the examples we drove were pre-production units and this could change.

  

  Kia Carnival Driving Impressions

  The biggest surprise from our time with the Carnival? How well it drives.

  Kia has developed a new 3.5-liter naturally aspirated V-6 for the Carnival. With 290 hp and 262 lb-ft, it's the most powerful engine in the segment and is tied for the most torque. Paired with a smooth-shifting eight-speed automatic that is rarely caught in the wrong gear, the engine provides ample acceleration. The Carnival is also rated to tow 3,500 pounds, which is typical for this class.

  Vans like this need to ride well, too, and this Kia achieves that. The combination of relatively soft springs and tires with plenty of sidewall delivers a plushness that won't wake the baby in the back seat if you hit a pothole. More impressive, though, the Carnival exhibits next to no body roll and minimal secondary ride motions. It's genuinely fun to drive. And when you're just on a highway slog, Kia's lane centering and adaptive cruise control systems are among the best in the business.

  

  That Highway Driving Assist is part of a generous collection of driver assist active safety tech. Automatic emergency braking, pedestrian detection, lane centering, blind-spot monitoring, rear cross-traffic alert, driver attention warning, and rear occupant alert are all standard, even on the base model. The EX trim adds front parking sensors and Highway Driving Assist adaptive cruise control; the SX gains auto rear braking and an (invaluable) high-res 360-degree camera system; and the SX Prestige boasts a blind-spot camera feed in its 12.3-inch digital instrument cluster.

  Our only complaint about the mechanicals is the lack of choice. With the new Sienna debuting with a hybrid-only powertrain and Chrysler offering a plug-in hybrid Pacifica, some buyers will be dismayed by the Carnival's 22 mpg combined fuel economy rating. (Queried about the lack of a hybrid offering for the Carnival, a Kia representative said, "Be on the lookout for what's in store. ") Drivers in colder climates may also be lured away by Chrysler and Toyota's available AWD—the Carnival is FWD only.

  The Verdict

  We mentioned earlier that Kia is marketing the Carnival as an MPV, a multipurpose vehicle. Nothing wrong with that; it can manage stand-in duty as a comfortable road tripper, an executive luxury limo, or even a full-blown cargo hauler.

  But consider the Carnival's strengths: smooth ride; thoughtful, family-friendly features; intuitive tech; and a vast, high-quality cabin. Lean in to the stereotype, Kia. The Carnival is an excellent modern minivan.

  motortrend.com

• 2022 Kia Sorento Hybrid First Test: Is Gas-Electric the Answer?

  The Kia Sorento is one of the better midsize SUVs you can buy, but it just missed a podium placement in our midsize SUV rankings. So what gives? Well, despite its confident handling, eager responses, and tech-forward interior, the mainstream turbocharged gas powertrain isn't as refined as it should be. We recently tested the Sorento Hybrid, and it has an entirely different personality. Is this the pick of the litter?

   While the non-hybrid Sorento offers a broad range of models, Kia streamlined the hybrid lineup into two moderately contented trims. Our test example was the higher EX version, which is far from Spartan but not as plush as the tippy-top conventional Sorentos, and it's worth noting the hybrid only offers a six-seat configuration where the regular version also has an available seven-seat layout. Fuel economy is the main draw here, with hybrids achieving 39/35 mpg city/highway. In comparison, the gas-only 2022 Sorento tops out at 24/29 mpg with the base engine and 22/29 mpg with the turbo four-cylinder—all with front-wheel drive.

   To achieve these strong results, the 2022 Kia Sorento Hybrid teams a 1.6-liter turbocharged four-cylinder, electric motor, and lithium-ion battery pack to deliver a healthy 227 horsepower and 258 lb-ft of torque to the front wheels. (AWD adds $1,800-$2,300, depending on trim level.) The hybrid trades the regular Sorento's clunky eight-speed dual-clutch transmission for an unobtrusive six-speed planetary automatic.

  

  The Objective Numbers—And Subjective Opinion

  In our tests, the Sorento Hybrid ran from 0-60 mph in 8.4 seconds. That matches exactly the time we achieved in a Toyota Highlander Hybrid AWD, which is larger than the tweener Kia. Unsurprisingly, the Sorento Hybrid is quite a bit slower than the 281-hp turbocharged Sorento, which hit the mark in 6.3 seconds. More troubling than the mediocre acceleration time is exactly how the Sorento accelerates and its lack of power, especially at speeds above 50 mph. There's a bit of a sugaring feel from the hybrid's turbocharged engine, too, which is a disappointment.

   Our feelings were mixed on the Sorento Hybrid's ride, with some noting it could use refinement. Handling is a tough call, too. On our figure-eight course, the Kia turned in a time of 27.7 seconds at an average 0.62 g, a better performance than we achieved in the Highlander Hybrid (28.4 seconds at 0.58 g). The non-hybrid Sorento beats them both with a time of 26.5 seconds at 0.67 g. Our test team praised the Sorento Hybrid's natural steering feel and neutral chassis, but its performance wasn't consistent. "Acceleration was brisk while I had an almost full battery but clearly waned when I got down to one last bar," road test editor Chris Walton said. We also noted considerable body lean.

  Because hybrids often suffer from mushy or non-linear brakes, we were curious to see how the SUV would perform in our 60-0-mph test. The Sorento Hybrid stopped in 121 feet, on par with the Highlander Hybrid but a slightly longer distance than the non-hybrid Sorento. Nevertheless, our test team praised the Sorento Hybrid's brake feel and overall body control.

  

  As a whole, the Sorento Hybrid's driving experience failed to impress. The turbo gas-only Sorento is the more tempting option, even if its engine and transmission combination rarely serve up a smooth off-the-line start.

  How It Is To Live With

  At least the hybrid doesn't sacrifice much interior space for better fuel economy. It offers slightly less legroom in the second row than the non-hybrid model, but it has the same amount of legroom in other rows and the same amount of cargo space. Headroom is tight in the third row, although legroom there is reasonable enough—if still tight—for a three-row SUV of this size. The raised floor causes your knees to sit up higher than you might imagine. Bottom line: The back row is best for occasional use.

  Accessing the way back is easy because the rear seats fold down readily. The second-row seats go down with the push of a button on the top of the seat back, and the third-row seats drop to the floor with the simple pull of a lever. There's also the option to fold down the second-row seats with a button in the cargo area.

  The interior departs from Kia's usual designs. Along with vertical-oriented air vents, the cabin features a space-saving rotary gear shifter. For the 2022 model year, all Sorento Hybrids feature a sleek 10.3-inch touchscreen. (Our 2021 model photo vehicle was stuck with an 8.0-inch screen).

  

  Our Sorento Hybrid EX came with a slew of standard safety features, including rear blind-spot collision avoidance assist, rear cross-traffic collision avoidance assist, stop-and-go adaptive cruise control, and a helpful lane keep assist feature. Heated front seats, an expansive panoramic sunroof, and USB chargers for all three rows sweeten the deal. Kia is known for its strong feature-per-dollar value, and although this isn't a shining example, our Sorento Hybrid test vehicle offers a solid amount of equipment for just under $38,000. Looking at value in terms of five-year cost of ownership, the Sorento Hybrid is just adequate. Considering costs such as depreciation, insurance, fuel, and maintenance over a five-year period, our partners at IntelliChoice gave the 2022 Sorento Hybrid an Average value rating.

  Kia has a unique product on its hands: a stylish, three-row SUV that's not too big and that provides excellent hybrid fuel economy. But be prepared to sacrifice performance for efficiency. The Sorento Hybrid lacks the wow factor of Kia's other three-row SUV, the Telluride. At the end of the day, the Sorento Hybrid is a solid vehicle, and it would have been hugely impressive just a few years ago, but we now know how much better Kia can do.

  Looks good! More details?

  2022 Kia Sorento EX Hybrid Specifications
  BASE PRICE	$37,165
  PRICE AS TESTED	$37,610
  VEHICLE LAYOUT	Front-engine/motor, FWD, 6-pass, 4-door SUV

  https://www.motortrend.com/reviews/2022-kia-sorento-hybrid-suv-first-test-review/

• 2023 Kia EV6 GT First Test: A 576-HP Silent Stinger

  Kia’s quickest and most powerful electric vehicle is an impressive hoot that’s looking to take on the Tesla Model Y Performance.
  
  Now that we've finally spent time with the new 2023 Kia EV6 GT, it's wild to look back at the automaker just five years ago. It had just unveiled the Stinger, a sports sedan that was just as (if not more) entertaining than the contemporary BMW 3 Series, and worthy enough to be named a 2018 MotorTrend Car of the Year finalist. We marveled at its sharp styling, as well as its twin-turbo V-6 that launched the four-door from 0-60 mph in 4.6 seconds. If you thought the Stinger was peak Kia, however, then you thought wrong.

  That's because the EV6 GT is not only the most powerful Kia to date (576 hp!), it's also the quickest, with our test car blasting from 0-60 mph in just 3.2 seconds and through the quarter mile in 11.4 seconds at a blistering 121.0 mph. Plus, it can do those deeds over and over again until you're out of electrons. With those numbers, the EV6 GT outguns an impressive list of cars we've tested. But let's stick to its main competitors, shall we? The 2021 Tesla Model Y Performance, for example, is an obvious bogey that lags behind the Kia to 60 mph and the quarter mile, at respective times of 3.5 and 12.0 seconds. The Ford Mustang Mach-E GT (with GT Performance package) was slower still—although by no means slow—needing 3.6 seconds to hit 60 mph and 12.6 seconds to cover the quarter. One staffer deemed the EV6 GT a "baby Porsche Taycan." A bold take he may want to reconsider seeing as how a comparably powered 2020 Taycan 4S was 0.2 second slower than this Kia in both acceleration benchmarks.

  

  How To Slay A Tesla, Mustang, And Porsche

  The EV6 GT sits atop the EV6 lineup and combines a 77.4-kWh battery pack and two motors (one up front and one at the back) with AWD traction. Power output is rated at 576 hp and 545 lb-ft of torque. That's a whopping 256 horsepower bump from the EV6 AWD GT-Line and puts it easily above the 480-horse Mustang Mach-E GT and the 456-hp Model Y Performance.

  In addition to more power, Kia further elevates EV6 GT from the rest of the lineup with a number of other performance upgrades, including an electronic limited slip differential, adaptive dampers, larger front and rear brake rotors (the rears are now vented, too), and a quicker steering ratio. The top speed gets a big bump from 117 to 161 mph, as well. Stickier Goodyear Eagle F1 tires help with the work of putting all those horses to the ground.

  The EV6 GT also provides drivers a long list of drive modes that tweak everything from accelerator response, steering feel, damper stiffness, the e-diff programming, stability control settings, and the power split between the front and rear motors. In addition to the Eco, Normal, Snow, and Sport modes found in all EV6s, the GT gets a Drift mode (rear motor does all the work here), GT Drive Mode (everything turned to its most aggressive setting), and a My Drive Mode that opens up further customization. Want stiff dampers but prefer the lightest steering feel? My Drive Mode lets you do just that.

  

  A Hefty Hoot

  When exploring the handling limits of the EV6 GT it's important to note its weight, all 4,790 pounds of it. Heavy, yes, but not at all shocking compared to the recent slew of high-performance EVs, or EVs in general. The Mach-E GT, for example, tipped our scales at 4,980 pounds, while the Tesla came in at a relatively svelte 4,408. So with that said, the EV6 GT lapped our figure-eight course in 25.1 seconds with a 0.77 g average. Respectable numbers but outgunned by the Ford (24.9 seconds at 0.78 g) and Tesla (24.8 seconds at 0.79 g). What gives? We'd say it's tires, as evidenced by the EV6 GT's 0.87 g average on the skidpad, whereas the Mach-E GT and Model Y Performance were able to stick harder to the skidpad at 0.96 g and 0.91 g, respectively. Coincidentally, both those cars were fitted with Pirelli P Zeros.

  But let's not fixate on those figure-eight numbers too much, because the EV6 GT is an absolute thrill to fling around the track. The rear motor is much more powerful and torquey than the front, and the stability control is surprisingly lenient in GT and even in the tamer Sport setting, which means it's quite easy to get the tail end to hang out through the corners. Body roll is significant (again, weight), but the suspension is tuned well and prevents things from feeling sloppy. The steering is quick and precise, and the brakes are solid and dependable. Stopping is augmented, too, by aggressive brake regen in GT mode that Kia says is powerful enough to provide 0.60 g of deceleration on its own.

  

  576 HP On The Daily

  Despite the EV6 GT's heft and its big, 21-inch wheels, it also excels as a remarkably quiet and comfortable daily driver. The Eco and Normal drive modes smooth out throttle inputs, and the suspension is quite compliant over rough roads. The front seats are heavily bolstered and provide great lateral support during spirited driving but are comfy enough for long hauls. That said, power-adjustable and ventilated front seats (offered in lesser EV6s) are not offered on the GT; Kia says it couldn't engineer those creature comforts into the sporty seats in time for production, but hopefully that'll change in the future.

  The EV6 GT is roomy, too, with plenty of front and rear legroom and adequate cargo space. The interior is well laid out with a futuristic design that complements the EV6 GT's handsome exterior. An impressive list of tech includes a head-up display with augmented reality (mostly for navigation prompts), a wireless phone charger, and a smart cruise control system that can handle stop-and-go traffic and automatically change lanes with the tap of the turn-signal stalk.

  Downsides?

  For starters, the range is a downside. Use and abuse Eco mode all you want, but the most you'll be able to travel on a single charge is around 206 miles. On the upside, getting most of the 206 miles back is impressively quick, so long as you're recharging at a 350-kW charger and have followed the battery preconditioning procedure. In such an instance, Kia says charging the 77.4-kWh battery pack from 10 to 80 percent capacity should only take 18 minutes, and this was pretty much spot on based on our experience. This isn't going to be an inveterate road-tripper, though.

  The EV6 GT is a head-turner, but owners hoping to stand out from lesser EV6s will likely be disappointed, as neon green brake calipers, the larger wheels, and slightly reworked bumpers pretty much sum up the cosmetic differences.

  Still, the EV6 GT is hard to dismiss, considering you get its prodigious performance and five-passenger practicality for $62,695. For anyone experiencing sticker shock, perhaps the 1,000 kWh of free charging at Electrify America stations (as of this writing) should take away some of that initial sting. Kia says it's only producing 2,000 to 2,500 units annually, so you may have to get scrappy if you want to get your hands on one.

  Source: motortrend.com

• 2023 Kia EV6 GT Is the Quickest Kia Yet

  This double engine EV hybrid even has a float mode.

  The new Kia EV6 GT is set to end up in some exceptionally recognized organization. The turned-up rendition of Kia's moderate size electric hybrid is a zero-outflow muscle vehicle with pull yield that beats a few a lot pricier contributions. This family hauler puts out 577 drive across its two engines, which ought to convey a 60-mph time in the low threes. And keeping in mind that most electric vehicles have speed limiters set low because of reasons of both reach and reasonableness, the EV6 GT is equipped for 161 mph. Likewise, it has a float mode.

  Riding on Hyundai-Kia's profoundly cutting-edge E-GMP stage, the GT vows to be stunningly smooth by the stout norms of its fragment, weighing in at a guaranteed 4780 pounds. Besides, this stage can convey ultraquick DC quick energizing paces of to 240 kW — adequate to recharge the moderately little 77.4-kWh battery pack from 10 to 80 percent in a short time at a 350-kW DC quick charge station, as per Kia.

  

  Close to the all-wheel-drive EV6 GT-Line that sits just underneath the EV6 GT in the order, visual qualification is restricted; the GT most certainly doesn't yell about its additional presentation. The front and back guards have been unobtrusively changed, 21-inch wheels are standard (important to fit around bigger brake circles), and a liftgate spoiler is fitted. Inside, the GT gets semi-pail sports seats managed in microfiber, some new presentation touchscreen shows, and, on the directing wheel, a GT button that gets to the new Dynamic mode, which joins the ordinary Eco, Normal, and Sport settings.

  Mechanical changes are more huge. The GT is fueled by fundamentally brawnier engines than the ongoing all-wheel-drive EV6, with the one at the front currently having a most extreme result of 215 strength and the back unit making up to 362 pull. The back hub likewise includes a force biasing differential that changes how much push shipped off each wheel, and the back engine adds one more piece of driving edge EV tech, a two-stage inverter that utilizes silicon-carbide semiconductors. This further develops proficiency by up to 3 percent while likewise decreasing intensity created when the engine is working harder. As in other superior execution EVs, yield is confined in lesser drive modes: Eco limits the framework top to 288 pull, while Normal and Sport lift that to 460. Just GT mode releases the full 577 horses.

  

  The outcome is a genuinely speedy vehicle. As in the current EV6, the GT has a moderately delicate gas pedal reaction at the highest point of the pedal's movement. (This is particularly clear in the logical little-utilized Eco mode, which appears to add an inch of deadness to the highest point of the gas pedal.) But pushing the pedal harder rapidly brings strong push, and a standing send off in GT mode makes g-powers that migrate interior organs as the back tires fight to track down foothold.

  This was on the dry black-top of a Swedish test track and regardless of Kia's fitment of execution Michelin Pilot Sport 4S tires as opposed to low-rolling-opposition elastic. In Europe, Kia claims a 0-to-62-mph season of 3.5 seconds, however we suspect that the outcome for our benchmark 60 mph will be far superior. (Our 60-mph time for the 320-hp all-wheel-drive variant was 4.5 seconds.)

  

  Squeezing the GT button on the guiding wheel additionally opens the further choice of the float mode. This, you will be completely unsurprised to hear, is colossal tomfoolery — regardless of whether it's difficult to envision such a large number of EV6 purchasers utilizing it. Kia allowed us the opportunity to encounter the framework on a skidpad, where it permitted the GT to be effortlessly convinced into noteworthy points of force oversteer, with undetectable intercession from the shrewd back differential and help from the front engine assisting with keeping up with them as speed rises. In the case of nothing else, the capacity to smoke tires means that the strength of the most impressive vehicle Kia has at any point delivered.

  However, it is at speeds more proper for this present reality that the dynamic diff intrigued more. The capacity to send more force to the external back tire assists the vehicle with turning in, yet additionally gives a feeling of back drove taking care of when GT mode is chosen. That causes the GT to feel energizing great shy of any deficiency of hold. As in lesser EV6s, the guiding is exact and coordinate, albeit minimal low-level criticism moves beyond the significant help.

  

  Ride quality was exceptionally amazing. The GT gets versatile dampers as standard, and, surprisingly, in their firmer mode, they handle knocks and plunges with guaranteed consistence. Albeit the GT has stiffer springs, there's as yet perceptible roll under cornering. It is fantastic to Cruise refinement. We didn't affirm the guaranteed 161-mph maximum velocity on Sweden's very much policed parkways (it's a country where voyaging 5 km/h over as far as possible feels trying), yet at roadway speeds, the GT's lodge was cozy and all around protected.

  The EV6 GT's delicate quality really suits it well and is a consequence of the purposely particular person given to the firmly related Kia and Hyundai models. It appears to be sure that the impending Hyundai Ionic 5 N, which will utilize the equivalent powertrain, will be firmer and more forceful.

  Driving to the side, the GT is basically vague from the current EV6. The lodge is roomy and decidedly built, albeit the dull, strong materials separate the GT from the more rich choices its exhibition places it into dispute with. Likewise, the 12-inch focal touchscreen's UI is more successful than great, with the route framework feeling cumbersome and somewhat dated. Luckily, drivers can utilize Apple CarPlay and Android Auto all things considered.

  Range is another region where the EV6 GT is off the speed of correspondingly strong other options — with the stipulation that we don't have official EPA numbers yet. The European WLTP figure of 263 miles addresses a 65-mile decrease over the rangiest back tire drive 77.4-kWh variant and infers an EPA figure of about 225 miles.

  Valuing is likewise to be affirmed, in spite of the fact that if U.S.- bound EV6 GTs follow the case of Europe, where the vehicle is as of now on special, it will be an electric-execution deal. For viewpoint, on the opposite side of the Atlantic, the Kia is both faster than the Porsche Taycan 4S and essentially 50% less expensive. Assuming Kia gets the GT for under $70,000, it will deal with a similar stunt here.

  With a flood of other electric models set to continue very soon, the EV6 GT shows that Kia is pushing its direction to the sharp finish of the EV upheaval.

• 2023 Kia EV6 GT Review: Affordable All-Electric Performance

  Senior Editor Mike Hanley is a father of three boys; he reviews new cars, admires classic cars and has embraced the minivan lifestyle. Email Mike Hanley
  
  The verdict: The new GT performance version of the 2023 Kia EV6 dials up the power, handling and fun of this all-electric SUV — without breaking the bank.

  Versus the competition: The EV6 GT delivers better top-end acceleration performance than the Ford Mustang Mach-E GT Performance Edition and is more engaging to drive than the Tesla Model Y Long Range. It also costs considerably less than both of them.

  We’ve been fairly impressed with the Kia EV6 all-electric SUV, especially when it beat the Tesla Model Y when we matched a GT-Line trim level against our long-term Model Y Long Range in a head-to-head comparison consisting of street, track and charging testing.

  

  The EV6 was already a bit of a performance electric vehicle, but for 2023, Kia has a new high-performance GT trim that considerably sharpens and heightens the SUV’s demeanor. It features more powerful front and rear motors, bigger brakes, revised steering tuning, an adaptive suspension and an electronically controlled limited-slip rear differential. Exterior and interior changes are more modest but include 21-inch alloy wheels wrapped in Goodyear Eagle F1 summer tires and, inside, front sport seats with neon-green accents.

  So how do all these changes affect the EV6 driving experience? To find out, I traveled to Las Vegas at Kia’s invitation to drive the EV6 GT both on the street and at the track (Cars.com pays for its own airfare and lodging when attending manufacturer-sponsored events). The changes make the EV6 a compelling performance machine, but they have tradeoffs, too, and the GT still has some of the same shortcomings as the regular EV6.

  On the Street

  The EV6’s GT-specific features come through in different ways in everyday driving and, combined, give it a clear performance focus. The adaptive suspension tuning is firm even in the Normal drive mode, and it gets even less forgiving when you choose GT mode. The ride isn’t as harsh (or as loud in the cabin) as in a Model Y, but you always feel the suspension reading the road and communicating back to you the pavement’s general condition. Even if you’re on a road that looks perfectly smooth, the EV6 GT will let you know that it’s not as it reacts to unseen bumps and dips.

  The suspension tuning’s benefit is evident in the car’s controlled body motions, as the EV6 GT stays impressively level when charging through fast corners, and it isn’t unsettled when the road drops from under you when cresting a hill. The car’s curb weight is considerable at nearly 4,800 pounds, but around 1,000 pounds is from the high-voltage battery pack. The battery is in the floor, which helps lower the EV6’s center of gravity, and this, along with the suspension tuning, benefits handling.

  

  The new steering tuning also contributes to the GT’s performance feel. The steering ratio is quicker, the wheel itself has quite a bit of heft to it, and the Sport and GT drive modes further increase steering effort. There’s also a bit of feedback through the rim of the wheel to let you feel what’s happening at the tires.

  The only tires the GT offers are summer performance rubber. The Eagle F1s do tend to pick up and launch small road debris like sand and pebbles at the wheel liners, creating a bit of a background soundtrack when driving, but the tires themselves aren’t noisy, and the cabin is impressively quiet overall, with wind noise only noticeably intruding above 70 mph.

  The GT’s new front and rear electric motors are powerful, delivering total output of 576 horsepower and 545 pounds-feet of torque. That’s a big jump from an all-wheel-drive GT-Line, which makes 320 hp and 446 pounds-feet of torque but is also around 300 pounds lighter. Kia claims the GT is good for 0-60 mph in just 3.4 seconds and has a top speed of 161 mph.

  Moving up the drive modes from Eco to Normal to Sport to GT heightens accelerator-pedal response, to the point where it’s very immediate in the GT mode. GT mode also unlocks the car’s full 576 hp; it’s limited to 429 hp in Normal and Sport, and 286 hp in Eco. GT mode offers the most aggressive acceleration response, but Normal and Sport modes also provide effortless acceleration that’s more than enough for everyday driving. Drive more conservatively, and the EV6 GT turns into a docile EV that can get decent efficiency; I observed 3.5 miles per kilowatt-hour during one 36-mile stretch of highway and rural two-lane-road driving, which is similar to the 3.3 miles per kWh that an EV6 GT-Line got during a highway range test as part of our Model Y comparison.

  

  The EV6 includes adjustable regenerative braking and a one-pedal driving mode that are controlled by paddles on the steering wheel. When one-pedal driving is active, vehicle speed is controlled by the position of the accelerator pedal alone; let off on the pedal, and the car slows immediately. This turned out to be an unexpected performance feature, as it helped manage speed when entering a corner.

  At the Track

  I also drove the EV6 GT on a road course and drag strip adjacent to Las Vegas Motor Speedway, and both places further showcased the car’s handling and acceleration performance.

  Perhaps the most surprising thing about the EV6 GT’s road course manners was just how willing, in GT mode, the rear end is to step out if you’re not careful getting back on the accelerator pedal when exiting a corner — there’s a looseness that you don’t always see in modern performance cars, let alone electric SUVs. The rear motor is powerful — it contributes 362 hp to the car’s total output — and GT mode dials back the stability system’s willingness to intervene (it can be turned off completely, too). The resulting tail happiness added a bit of unexpected fun when pushing the SUV on the track. If you really want to let it all hang out, there’s a Drift setting that uses the rear motor to create oversteer when cornering.

  The EV6 GT will get around a tight road course reasonably well thanks to its well-controlled body motions and stout power, but you can feel the car’s considerable heft — particularly when mashing the brake pedal before entering a turn. The car’s beefier brakes — the front ventilated discs measure 15 inches, while the rears are 14.2 inches, and there are quad-piston front calipers — do a good job shedding speed, but you can tell they’re working hard.

  The drag strip revealed just how strong the EV6 GT’s dual-motor drivetrain is, as the SUV consistently ran quarter-mile times in the 11.4-second range at around 118 mph. We’ve tested the Model Y Long Range with its Acceleration Boost unlocked versus a Genesis GV60 Performance, as well as a Ford Mustang Mach-E GT Performance Edition, at our home drag strip in Union Grove, Wis., and the EV6 GT was faster than all of them. I was particularly impressed with the EV6 GT’s ability to sustain its acceleration during the latter half of the quarter-mile; the Mustang Mach-E GT Performance Edition, by comparison, loses a considerable amount of steam, resulting in unimpressive quarter-mile performance.

  

  A Familiar Cabin — For Better or Worse

  Apart from the new front sport seats and some distinctive green accents, the GT’s cabin is very similar to the GT-Line version of the EV6 with mostly black trim and suede-style accents. It looks stylish and sporty, and the various controls are easy enough to use.

  The front sport seats are a good addition overall, as their bolstered sides do a good job holding you in place during fast corners, but they’re not perfect. For one, the seats have manual as opposed to power adjustments like the GT-Line, and though they’re heated, they lack adjustable lumbar support and ventilation, which are also GT-Line features. The seats’ overall lack of amenities seems out of place in an SUV with a starting price north of $62,000. What’s more, the seats’ hard cushioning wasn’t particularly comfortable; most seats in the cars I test agree with me, but the EV6 GT’s are a notable exception.

  There are other comfort shortcomings, too, that are also present in other EV6 models and are particularly relevant if you’re taller than 6 feet, as I am. Front-seat headroom is especially limited in moonroof-equipped trim levels like the GT where it’s standard and, in the backseat, you sit with your thighs elevated at an uncomfortable angle because the seat cushion and floor are close. The rear backrest reclines, which improves overall comfort somewhat, but the combination of a black headliner and short side windows make the backseat feel a bit closed-in.

  Efficiency, Range and Charging

  Like other performance EVs, the EV6 GT is less efficient and has a shorter estimated driving range than its less powerful siblings, but the difference is more dramatic than its competitors. The GT gets an EPA-estimated 79 mpg-equivalent combined and has an estimated range of 206 miles, but the most efficient AWD EV6 is rated 109 mpg-e combined with a range of 282 miles. The efficiency and range spread between regular and performance versions is closer for the Model Y, Mustang Mach-E and GV60.

  The Model Y Performance’s 303-mile driving range is considerably longer than the EV6 GT’s, but the Kia’s 800-volt architecture supports faster DC charging, which is an advantage we observed during our comparison test of the Model Y and EV6. The EV6 GT also comes with 1,000 kWh of complimentary energy at Electrify America chargers to use within the first three years of ownership.

  The GT’s 206-mile range is modest by modern EV standards, but it should still be more than enough for most daily driving needs, making home charging the more relevant consideration. All EV6s have a 10.9-kilowatt onboard charger that Kia says can recharge the battery in around 7 hours using a Level 2 charger operating at 48 amps. Like other EV6s, the GT has a 77.4-kWh battery pack, and in earlier testing, using a Wallbox Level 2 home charger operating at 48 amps, an EV6 added 11.2 kWh of energy in an hour, so Kia’s roughly 7-hour charging time estimate seems reasonable.

  A Surprising Performance Value

  There’s been some hefty price hikes recently on EV offerings from Tesla and Ford, to name two automakers, and the result has made models like the Model Y and Mustang Mach-E quite expensive, with the Model Y Performance starting at $71,440 and the Mustang Mach-E GT Performance Edition priced from $77,195 (all prices include destination).

  Against this backdrop, the EV6 GT is a performance bargain with a starting price of $62,695. There aren’t any option packages to boost the overall price; the only extra-cost items are some available accessories and certain paint colors.

  Finding highly anticipated performance cars selling at their sticker price without any dealer markups has long been difficult, and it’s a situation that’s been exacerbated with new-car inventory remaining tight coming out of the pandemic. Kia only plans to build 2,000 to 2,500 GTs a year for the U.S., so finding one for sale at its MSRP could very well be challenging. The thrills the EV6 GT offers, however, will make it worth your while.

  Source: cars.com

• Customers frustrated: They have to wait up to 30 months for new models to be delivered

  While automakers say the delays can be attributed to ongoing chip shortages and overall growth in demand for new vehicles, many buyers believe the Korean automaker is prioritizing overseas markets due to the depreciation of the Korean currency against the US dollar.

  Some buyers of Hyundai, Kia and Genesis cars have been told they will have to wait up to two and a half years before the new vehicle they ordered is delivered, the Korea Times reports.

  Indeed, the local car trading platform revealed that Korean buyers of the 26 models made by the listed automakers will have to wait up to 30 months for their car, compared to "just" 11 months of waiting a year earlier.

  "I have to wait two and a half years to buy a Genesis or any SUV made by Hyundai or Kia? I don't understand," said one customer on a local forum.

  "The delay was only seven months last year. Why don't they make them quickly?"

  As stated, the compact model Kia K3 and family sedan K5 are waiting three to five months, and up to 8 and a half months for selected versions of the model K5, large sedan K8 and SUV Sorento Hybrid.

  Meanwhile, buyers of the Hyundai Avante, Sonata, Grandeur and Santa Fe models will have to wait between six and 20 months before picking up their keys.

  A local company official denied claims that overseas customers were a priority.

  "Not only Korean consumers, but also overseas consumers have to wait for the vehicle to be delivered," he said.

  "The claim that we prioritize foreign consumers at the expense of local ones is simply untrue. Whether it's electric vehicles (EVs) or hybrids, the latest models need the latest chips and parts, which can take time to get. We'll do our best to make it as soon as possible respond to the growing demand for our vehicles."

• How easy it is to steal a Hyundai and Kia car (VIDEO)

  The city of Milwaukee in the US state of Wisconsin is not the center of events when it comes to the automotive industry. It's home to Harley Davidson and has a few interesting museums, but other than that, with a population of just over 650,000, there's hardly anything interesting about it. But, during the past year, Milwaukee has suddenly become the topic of writing for almost all automotive media, and the reason lies in the huge number of four-wheeler thefts.

  The largest city in Wisconsin is not even among the top thirty in terms of population, but it is among the ten "most popular" when it comes to car theft.

  And in most cases (to be precise, in 68% of cases) the choice falls on vehicles of two brands, those with Hyundai and Kia emblems. The situation has gotten so bad that the city of Milwaukee filed a lawsuit against the South Korean giant for making its models easy to steal, forcing the police force to spend more money to track down the criminals. You can read more about it here. Those who engage in this illegal activity introduce themselves under the name "Kia Boyz".

  The trend later spread to other cities in the United States of America, and on social networks the Kia Boyz are currently bragging about who is able to steal the fastest and most cars. In most cases, driving a stolen vehicle lasts for several hours before it is disposed of and found by others for the same purpose.

  So why would anyone steal a Hyundai or a Kia? If someone is going to risk their freedom, shouldn't they find themselves behind the wheel of a Mercedes or a Lexus? Well, the reason is the one we have already mentioned, and it lies in the fact that the vehicles of the Korean manufacturer are incredibly easy to steal. Getting into the car itself is the easiest part of the job and mostly relies on the technique of breaking the window, or for those slightly more expert thieves, picking the lock.

  If you don't have a key (real or digital), the next step is generally more difficult for modern cars, but not for Hyundai and Kia manufactured before 2021. Namely, all you need to do is turn the lock next to the steering wheel and start the car with an ordinary USB cable (which we all probably have for charging mobile phones). The attached video from the YouTube social network shows us how easy it is to do something like that.

  Sentences for theft range from up to 42 months in prison, but in most cases it is difficult to detect the perpetrators as they find a new victim before the owner even notices that their pet has been stolen.

  Executives at the Korean giant tell us the problem has been fixed for the 2022 model year, but there are still plenty of older models on the streets that, as the line from that iconic movie says, "can disappear in sixty seconds." For those unlucky people who are forced to park outside the garage and thus risk having their pet stolen, the police force recommends that the car be parked in well-lit areas, that a system be installed where it is possible to manually turn off the battery via a switch, and perhaps choose a model with a manual gearbox, since it is known that "over the pond" most drivers do not know how to use it.

  And if none of that "works", then it is mandatory to have insurance, so at least in a financial sense, you will not feel the theft.

  {vembed Y=ziFGU_NOZ9w}

• Kia EV6 hatchback review

  "The Kia EV6 is one of the best electric cars on sale, with a great range and rapid charging"

   
   

  Pros

  • 300-mile+ range
  • Fast charging
  • Impressive tech

  Cons

  • Firm ride
  • Rear headroom
  • Smaller battery size not available in the UK

  The Kia EV6 is a sporty electric hatchback with a range of over 300 miles, impressive 350kW rapid charging and a 577bhp performance version on the way. It's closely related to the Hyundai Ioniq 5, which is our Best Family Electric Car for 2022. All this makes it a potential favourite in the battle between the Skoda Enyaq iV, Ford Mustang Mach-E, Cupra Born and Tesla Model Y.

  It's Kia's first purpose-built electric model that can’t be had with a petrol or plug-in hybrid powertrain. This gives it some key advantages, such as a low centre of gravity for better handling and a flat floor that improves passenger and luggage space.

  There are currently two versions on offer in the UK, both of which come with a 77.4kWh battery. The more affordable option is rear-wheel drive and has a single motor with 226bhp, giving it a range of up to 328 miles. Spend around £4,000 more and you get an extra motor up front, increasing power to 321bhp and adding four-wheel drive but reducing range slightly to 314 miles.

  We've now tried both, and the rear-wheel-drive version felt every bit as quick as its 7.3-second 0-62mph time suggests. It's very quiet, especially at town speeds, and feels slightly sharper than the Hyundai Ioniq 5. Not only does it look a bit more sporty thanks to its lower stance but its suspension is a notch firmer as well, improving body control but also transmitting a few more bumps into the seats. 

   

  We think the cheaper version is the sweet-spot in the range, because while the all-wheel-drive model is faster in a straight line, it doesn't feel much more exciting to drive overall, has a shorter range and costs significantly more.

  

  Inside, your eyes will be drawn quickly to the curved dual-screen setup for the instruments and infotainment, which spans the dashboard in a graceful arc. Materials are of a good quality too, casting doubt on the assumption Volkswagen still makes the best-quality mass market interiors. There's ample space and lots of kneeroom even in the second row, although headroom does suffer somewhat because of the low roof. A 490-litre boot should come in handy, as will a 40-litre 'frunk' in the rear-wheel drive model.

  As you'd imagine, it's close between the EV6 and Hyundai Ioniq 5 but even after we compare them back-to-back, the choice is likely to come down to personal taste. The Kia is more conventional and sporty looking than the quirky Hyundai, with a slightly more precise driving experience. The Hyundai is more striking and a bit more practical, with extra space in its back seats and boot. The Kia stacks up well in its own right, however, with a competitive range figure and interior for the money, making it one of the best EVs in the £40-50,000 price bracket. 

  Kia EV6 hatchback - Range, charging & running costs

  With a range of over 300 miles and ultra-rapid charging, the EV6 ticks all the right boxes

  

  While the term 'range anxiety' is becoming much less of a concern for buyers of electric cars, it's long been thought that when EVs could break the 300-mile barrier, there'd be even less reason to resist the switch away from fossil fuels. Step forward the EV6, which offers a range of up to 328 miles and can be considered a mainstream model, which should be affordable for many company-car drivers or private customers on a good leasing deal.  

  Kia EV6 range and charging 

  In most markets there are 58kWh and 77.4kWh battery versions of the EV6 but UK customers are only being offered the bigger of the two for the foreseeable future. It's a shame a more affordable version isn't available but it seems likely the decision is based on demand. 

  The bigger battery offers that headline figure of a fraction less than 330 miles with the lower-powered motor and rear-wheel drive. Choose the GT-Line version with four-wheel drive and range slips to a still-impressive 314 miles, or 300 miles for the GT-Line S with larger 20-inch alloy wheels. For comparison, the Tesla Model Y Long Range has a range of up to 315 miles but costs around £8,000 more. The Cupra Born 77kWh has a range of up to 335 miles.

  Kia and Hyundai both appear to be near the top of the class when it comes to EV efficiency, and during a varied test drive on UK roads, motorways, city streets and the occasional A- and B-road blast, our test car returned 4.2 miles per kWh. This would indicate a real-world range of 325 miles, which isn’t far off the official figure, despite using all its various driving modes. In the all-wheel-drive version, a range of around 290 miles is more realistic.

  Charging is class-leading, with Kia's 800-volt electrical architecture (the same voltage you'll find in a Porsche Taycan) providing speeds of up to 350kW if you can find a potent enough public DC charger. Do so, and it'll take the battery from 0-80% in just 18 minutes, making long journeys no issue at all. Using a home 7kW wallbox charger will take just under 10 hours for a 0-100% charge.

  Insurance groups

  The high performance and new technology found in EVs tends to see them placed in higher insurance groups than equivalent petrol or diesel models. The entry-level Air trim sits in group 34 out of 50, which is one band lower than the Hyundai Ioniq 5. With four-wheel drive and some extra power, the GT-Line sits in group 40. The Volkswagen ID.4 sits in groups 20-30, while the Ford Mustang Mach-E Extended Range is in group 37.

  Warranty

  

  Kia is well-known for its seven-year/100,000-mile warranty, which is still one of the best in the industry and can even be transferred between owners. If there are any issues with the EV6, owners are unlikely to have to spend money getting them fixed.

  Servicing

  Servicing should be much simpler for EV models because electric motors and batteries only require attention if anything goes wrong. Items like cabin air filters and brake fluid will still need attention, along with brakes, tyres and windscreen wipers.

   

  Kia EV6 hatchback - Electric motor, drive & performance

  It's no lightweight but you wouldn't know from behind the wheel

  

  The Kia EV6 shares an all-new electric car platform with the Hyundai Ioniq 5, a model that's already our Best Family Electric Car for 2022. Like the Hyundai and rivals such as the Cupra Born, it comes with a few power options to suit different customers. 

  First impressions are also that the EV6 is slightly sharper to drive than the Hyundai, lending it a small edge if you fancy a sporty EV driving experience. It can cover ground quickly, with well-judged suspension keeping everything under control. The Kia's lower roofline also gives it a sportier feel than the slightly taller Hyundai.

  We'd recommend against using Sport mode, however, because we found the increased throttle and steering response turn things up too much, making the car feel unruly. 

  Kia EV6 electric motor 

  There's currently a choice of a single-motor version with 226bhp and rear-wheel drive or a more potent model that has a front motor and four-wheel drive, helping deploy its 321bhp. We tried the entry-level version first, which is hardly slow, getting from 0-62mph in a respectable 7.3 seconds. 

  The dual-motor car cuts this to 5.2 seconds and the top speed of both cars is electronically limited to 114mph. There still isn't the crazy hit of power you'll experience in a Tesla Model 3 Performance or Porsche Taycan, but it feels urgent enough.

  

  Like the Ioniq 5, the EV6 is a bigger (and heavier) car than it first appears in photos but it still gets up to the national speed limit in the UK with very little fuss and a sense of effortless performance. It also has instant punch if you put your foot down, providing plenty of confidence for overtaking slower traffic, even in Eco mode. 

  A four-wheel-drive GT version is also on the way, which can get from 0-62mph in just 3.5 seconds and carry on to a top speed of 162mph. With 577bhp, this will be the most powerful Kia model in its history, with performance to rival a Porsche Taycan or Tesla Model X. It will have a range of up to 251 miles.

  Kia EV6 hatchback - Interior & comfort

  Attractive and well-appointed

  

  Kia has done a sterling job of keeping mechanical noises from the suspension and electric motor out of the interior, so it's near-silent at lower speeds. In the single-motor version, it helps that the motor is located far away from the driver, under the boot. There's still just a very faint motor whine in the all-wheel-drive version, and the suspension isn't excessively firm either. Once speed picks up, the most noticeable noise is from the tyres. As mentioned, the EV6 is reasonably firm, so sharp bumps can be felt in the car but no more so than in lots of other models.

  Kia EV6 dashboard

  The dashboard is focused around a pair of 12.3-inch curved displays, both of which are easily legible thanks to sharp graphics. One houses the instrument displays, while the second is a touchscreen for media, settings and navigation, with a ledge beneath it that comes in useful for steadying your hand while interacting with the display. Below this, there's a neat touch-sensitive controller that can be switched between the climate control and audio system with a swipe.

  Its design and materials also feel in keeping with a car costing more than £40,000. Fabrics, gloss-black trim and chrome all look the part and, in keeping with the environmentally friendly theme, the seat upholstery uses the equivalent recycled material of 111 plastic bottles per car. A large, augmented-reality head-up display is also available to project useful information ahead of the driver's line of sight.

  Equipment

  Standard equipment levels are generous, with LED exterior lighting, 19-inch alloy wheels, rear parking sensors, folding door mirrors and automatic wipers from the off. There's also artificial leather seats, heated front seats, a heated steering wheel, ambient lighting and dual-zone climate control. 

  

  GT-Line adds front parking sensors, tinted glass, upgraded front seats which can fully recline, aluminium pedals and wireless smartphone charging. Upgrade to GT-Line S, and 20-inch wheels are added, as well as a powered tailgate, a panoramic sunroof, heated rear seats, a 14-speaker Meridian stereo and the head-up display.

  Kia EV6 hatchback - Practicality & boot space

  It's a good size and can even deliver power to other electrical devices

  

  One interesting feature is called vehicle-to-load (V2L), which makes it possible for the EV6 to act like a giant battery charger on wheels. Items like phones and laptops can be charged using a three-pin plug, or owners can even use the EV6 to power a 55-inch TV and air-conditioner for around 24 hours, which could be handy in a power cut, or for off-grid camping.​

  Kia EV6 interior space & storage

  The electric Kia has a flat floor, with no transmission tunnel, helping make the interior spacious and uncluttered. There's lots of room in the front seats and you won't feel too hemmed in by a large centre console or towering dashboard, with plenty of forward visibility.

  A smooth floor helps three passengers sit across the back seat too, and there's little chance of them banging their knees on the front seats. Headroom isn't quite as good as in the Ioniq 5, though, because of the lower roofline. If you regularly carry tall adults in the back, the EV6 might not be the best choice. 

  Boot space

  The boot is a useful shape and there's a variable-height floor, so you can decide if you want a smooth loading lip or maximum space. Its 490-litre volume should be more than enough for most owners but it's a shame there aren't more useful features like hooks and a set of cargo nets to help secure items as you drive.

  

  Rear-wheel drive models also get a 52-litre 'frunk' storage area under the bonnet, which is perfect if you want to carry charging cables, a wet umbrella or muddy boots away from the interior. Pick a four-wheel-drive version and this space shrinks to a less-impressive 20 litres.

  Kia EV6 hatchback - Reliability & safety

  Kia scores highly with owners and the EV6 is loaded with safety kit

  

  ​While this may be the first model built on Kia's new E-GMP platform, the brand has built up a great reputation with some of the people who’ve already made the switch to electric cars. Models like the Kia e-Niro and Kia Soul EV have proved durable, with an excellent driving range which doesn't appear to diminish significantly over time.   

  Kia EV6 reliability

  Both Kia and Hyundai have built up solid reputations as some of the leading proponents of EV technology, and models have sold in large numbers around the world. Hopefully this knowledge will have helped inform lots of decisions to make Kia’s first ground-up electric car even better.

  Kia is certainly flying high in our 2021 Driver Power owner satisfaction survey, placed only behind Porsche. It was near the top in every category, and boasts superb scores for reliability and build quality, along with the use of their infotainment. Not only that but owners also told us their Kias were fun to drive and stylish.

  

  Safety

  As something of a technology flagship for the brand, the EV6 is bristling with safety features. Even the standard version gets autonomous emergency braking, which looks out for cyclists and pedestrians, as well as other vehicles. It also has a navigation-based smart cruise control system that can assist with driving in heavy traffic. GT-Line cars add blind-spot warnings, supplemented by semi-autonomous parking, highway driving assist, an augmented reality head-up display and a system to help avoid collisions while parking.

  (https://www.carbuyer.co.uk/kia/ev6)

• Kia is discontinuing production of its most beautiful model

  The Korean manufacturer is withdrawing its most prestigious model from the offer until recently.

  Kia Stinger, one of the most attractive cars in its class and certainly the most interesting Kia in this millennium, is going down in history. This spinner will be replaced by a new one - you guessed it - the Stinger will be replaced by the electric EV6, especially in the GT edition.

  The Stinger was introduced in 2017, and immediately stood out with its extremely attractive appearance, but also with a high dose of luxury.

  V6 engines dominated, a 4×4 version was also offered, and a diesel engine arrived later. The model was redesigned in 2020, but this did not significantly affect its popularity.

  Now the model is saying goodbye with a celebratory Tribute Edition, available in 1,000 copies, index.hr writes. The car is distinguished by a special color of the exterior, as well as a slightly different decoration in the cabin.

  Of course, there is also a plate with the designation of the special series. When it comes to the engine, the offer is reserved exclusively for the 3.3 V6 T-GDI twin-turbo with 370 hp and 510 Nm. The price is not known.

• Kia Niro for 2022

  Kia Niro

  The Kia Niro, a second-generation compact crossover, will be produced as a mild and plug-in hybrid and electric, with a range of more than 300 miles (483 km)
  One of the foundations of Kia's success is the compact crossover, which has sold more than a million copies since 2016. The second-generation model, expected in early 2022, introduces radically improved design.

  The new ‘look’ of the front grille will become a trademark for all new Kia models, and the fluid body introduces, for the crossover, exceptional aerodynamics, with an air resistance coefficient of 0.27. Increasing the share of high-strength (HTS) and ultra-high-strength steels (UHTS) and composite materials in critical places will enable a weight reduction of 70 kg and an increase in strength.

  Kia Niro will be produced as a mild, plug-in hybrid and electric e-Niro, which will combine a 4-cylinder turbo gasoline engine 1.6 T-GDi and an electric motor up to 150 kW and in the electric version will have a range of more than 300 miles (marketing important for the English and American markets)

• Kia Rio hatchback review

  "The Kia Rio is a competent supermini, but because it doesn't excel in any one area, it's difficult to recommend over the competition"

  The Kia Rio has matured rather impressively since the first, rather mundane and budget-focused version arrived over a decade ago. While still good value, the updated Rio is now more sensible than penny-pinching, and a worthy competitor in the hard-fought supermini class.

  

  Best reliable small cars
  While it may not be as stylish as some, its strengths are practicality, fuel efficiency and generous standard equipment, not to mention the seven-year warranty that makes any Kia a trouble-free ownership proposition. It's a competent all-rounder and deserves to be weighed up against European rivals such as the Ford Fiesta, Renault Clio, Vauxhall Corsa, SEAT Ibiza, Hyundai i10 and Skoda Fabia, as well as the Nissan Micra and Toyota Yaris.

  Compared to the Ford and SEAT, the Kia feels pretty average from behind the wheel. Its steering responses are dull and it doesn't feel as poised or agile as the Ford Fiesta, yet it doesn't have the comfortable ride of the Renault Clio, either.

  

  There are three engines to choose from, our favourite of which is a 1.0-litre petrol with either 99 or 118bhp. This is a relatively modern three-cylinder and it's quite peppy – which suits its position near the top of the price list. The range-topper also gets 48-volt mild-hybrid tech and a clever manual gearbox, helping to make its running costs more competitive. The two versions can reach 62mph from rest in 10 and 9.8 seconds respectively, but aren't quite as quiet or smooth as the equivalent rival engines.

  There's also the less expensive 83bhp 1.25-litre engine, capable of returning up to 49.6mpg. Meanwhile, for those who still want fuel-efficiency but whose driving is mainly urban, the 99bhp petrol engine still returns up to 52.3mpg.

  Further adding to the Rio's common-sense credentials is its spacious interior. It's now available as a five-door only, so access to the front and rear seats is easy and nobody on board is likely to feel claustrophobic. Nor is your luggage likely to complain of being cooped up – there's 325 litres of boot capacity, which is about 10% more than a Fiesta.

  

  Even the Rio's trim levels are sensibly named, dubbed simply 1, 2, and 3, although the range-topping model is known as GT-Line S. Even the entry-level 1 trim includes air-conditioning, which hasn’t always been standard on the most basic cars in this class, and 2 versions onwards get a new eight-inch touchscreen. It should be noted that you can only choose the most powerful petrol engine in the 3 trim and above. We recommend the mid-range 2 in 99bhp 1.0-litre form as a good all-rounder.

  It's clear, then, that while the Rio has plenty going for it, it's no class leader in this tough segment. While many will appreciate its no-nonsense character, it doesn’t really excel in any one area and its rather sedate looks and driving experience mean it won’t be a car you buy with your heart. However, if you're more interested in hassle-free and affordable transportation, there's no ignoring that long warranty, nor the fact that the Kia Rio finished in 23rd place out of the top 75 cars in our 2020 Driver Power owner satisfaction survey.

  

  The Kia Rio engine range has been overhauled for the latest model and all of the engines offer decent efficiency. There's no full-hybrid version to rival the Renault Clio E-Tense, Honda Jazz or Toyota Yaris, but the top 1.0-litre petrol engine now gets an innovative gearbox and mild-hybrid setup to help boost efficiency.

  Kia Rio MPG & CO2

  The most efficient engine is the 1.0-litre turbocharged petrol. With a manual, it can return up to 52.3mpg on the WLTP cycle, and it's both more economical and more powerful than the naturally aspirated 1.2-litre engine. It's the engine we recommend due to its reasonable mix of performance and economy, and it's a good choice for company car drivers too, as it falls into a low Benefit-in-Kind (BiK) band.

  The more powerful version of the same 1.0-litre engine is the strongest performer in the line-up, but owing to its small size and mild-hybrid technology, it still manages 52.3mpg and emits 122-126g/km of CO2. A small battery and generator can add torque to help the engine pull away, while an innovative manual gearbox can automatically disconnect drive while coasting to allow the engine to switch off briefly.

  

  The 83bhp 1.25-litre petrol is the cheapest engine in the Rio range, returning up to 49.6mpg and emitting 130g/km of CO2. In late 2018, Kia ended production of the diesel version of the Rio hatchback. All Rios are liable for road tax of £150 a year.

  Insurance group
  The Kia Rio occupies insurance groups four to nine (out of 50), with the 83bhp 1.25-litre petrol costing least to insure and the range-topping 118bhp 1.0-litre 3 and GT-Line S trims sitting in group nine.

  

  Warranty
  One area in which the Rio excels, like all Kias, is warranty cover. Lasting for seven years or 100,000 miles, the brand’s warranty offers fantastic peace of mind and should give owners confidence in the reliability of their cars. It's fully transferable to subsequent owners of the car, too.

  Servicing
  Kia servicing costs are generally competitive. Petrol models need a service every 10,000 miles or once a year, with diesels needing attention every 20,000 miles or once a year. Kia offers a ‘Care-3’ service pack that costs £299 and covers you for the first three services. For an extra £30, you can get the car’s first MOT included, and for £599 you can cover the cost of the car’s first five services.

  carbayer.com

• Kia Sorento winner of Red Dot and iF design awards

  Kia’s prestigious SUV, the multi-award winning Sorento, won two new globally recognized laurels - the Red Dot and iF model design awards.

  Since 2009, Kia has won 47 Red Dot and iF design awards

  With the latest Red Dot and IF awards, the design-driven Kia brand continues its remarkable string of successes in these two competitions. Since 2009, when the Kia Soul became the first Korean model to win Red Dot, 26 Kia models have won this award. As for the iF award, which Kia won for the first time in 2010, the number of awarded Kia models, including the new Sorrento, climbed to as much as 21.

  Shortly after last year’s premiere, the Sorento received recognition for outstanding off-road vehicle design in 2020 from Auto Bild Allrad magazine. After that, he won the most significant German car award, the Golden Steering Wheel 2020, in the segment of large sports SUVs. In March this year, it became the Women's World Car of 2021 in the category of large sports SUVs.

  The new generation of sports SUV was created in cooperation with Kia's world design network. Karim Habib, head of Kia's global design center, said: "In designing the new Sorrento, we wanted to first develop the robust aesthetics of previous generations of models, while using a greater dose of sophistication and elegance. is a mature and balanced but confident design. We are delighted that prestigious institutions, which share design awards, such as Red Dot and iF, have recognized our work. "

  Red Dot and iF: two globally most important design awards

  The Red Dot and iF design awards are among the largest and most significant design competitions in the world. The Red Dot Award is awarded each year at the North Rhine-Westphalia design center and is divided into three disciplines: product design, brand and communication design, and concept design. The Red Dot Awards for product design have been awarded since 1955, and this year's competition was attended by manufacturers and designers from 60 countries, who submitted 7,800 products. The submitted products were evaluated by an international jury, which consisted of about 50 independent designers, design professors and journalists from various sectors. In addition to aesthetics, products are evaluated on the basis of criteria such as the degree of innovation, functionality, ergonomics, quality and environmental friendliness.

  The iF Design Award, organized by the International Forum Design GmbH of Hanover, has existed since 1954 and is one of the leading independent design institutions in the world. This year, competitors from 52 countries registered more than 9,500 products, and the competition itself experienced several novelties. These are e.g. digital preliminary phase ('Online Preselection') in which half of the submitted works entered the finals ('Final Jury'), transparent evaluation was performed in all categories, including the new categories 'user experience' (UX) and 'user interface' ( UU). Other categories are products, communications, packaging and service design, architecture, interior design and professional concepts. This year, the iF jury was composed of 98 independent international design experts. All award-winning products are published in the "iF World Design Guide" catalog (ifworlddesignguide.com) and in the "iF Design App".

• New Kia EV6 AWD review

  The RWD version of the Kia EV6 impressed us, but can the AWD model do the same? 

  Verdict

  The Kia EV6 is a terrific electric car, but we’re not convinced that it’s worth spending the extra money on this dual-motor version. It’s faster in a straight line but not really any more involving or capable on twistier roads – so you’re left with a model that commands a price premium, while offering reduced range compared with the rear-drive edition. That’s the EV6 we’d go for.

  There was a time, not too long ago, when the idea of a Kia costing even £30,000 would have been hard to comprehend. But the Korean brand has matured greatly over the past decade, to the point where there is currently a very healthy order book for its Sorento large SUV – a car that could cost you more than £50k.

  

  There’s a sense of quiet confidence about Kia’s new electric flagship, the EV6, breaking the same price barrier. EVs still cost more than their combustion-engined counterparts anyway, and the market is also very “green”, with brand equity and image playing a lesser role. Perfect fodder, really, for a company like Kia, complete with the hi-tech backing of the Hyundai group.

  We were pretty impressed with the EV6 when we tried it in rear-wheel-drive form in the UK earlier this autumn. Now it’s time to decide whether it’s worth spending the extra money (not far off £10,000 more, in fact) for more power and performance with the four-wheel-drive variant.

  The EV6, of course, sits on E-GMP, the same bespoke pure-electric platform as the Hyundai Ioniq 5 and Genesis’s forthcoming GV60. That means 800V electrics, which equates to ultra-fast charging; there’s some debate about the actual speed, but all you really need to know is that when it’s hooked up to a 350kW charger, the EV6 can replenish 80 per cent of its 77.4kWh usable battery in just 18 minutes. We’d struggle to drink a nuclear Costa latte coffee in that amount of time.

  

  The raw stats, of course, are shared with the rear-drive EV6. But this GT-Line S edition has a second electric motor on the front axle, boosting the total power and torque figures from 226bhp and 350Nm to a meaty 321bhp and 605Nm. The top speed remains at 114mph, but the 0-62mph time is now a punchy 5.2 seconds, a gain of more than two seconds over the rear-wheel-drive edition.

  You can feel the difference, too; there’s still not the sledgehammer delivery of force that you get in a Porsche Taycan; that will presumably come with a hilarious-sounding, 577bhp version of the EV6 that’s due in 2022. But there is more urgency about the full-size, five-seat crossover in this format; let’s call it genuine shove to match the instant electric torque delivery.

  

   

  In a straight line, then, the GT-Line S AWD will certainly deliver that all-electric one-upmanship at traffic lights. Around the corners, though, the chassis – while still better tied down than the Ioniq 5’s – is rather less happy with the increased potential. The system struggles to cope with the motors’ responses, giving you an inconsistent delivery that makes it hard to drive smoothly.

   

   

  And that’s on wider routes with a perfect surface. Flick the EV6 into Sport mode on a bumpy, twisty back road and despite the decent body control, it becomes altogether unruly, to the point where it’s not really much fun at all. At least the ride quality remains on the acceptable side of firm.

  Elsewhere, the cruising experience is similar to that of the two-wheel-drive version, albeit with a teeny bit more electric whine because, well, you’re closer to the front motor than you are to the rear.

  

  And of course, the addition of that extra unit in a car with the same battery capacity means a reduction in range – from 328 miles down to around 300. Our experience suggests you’ll get north of 290 miles without much compromise in your driving style, though, which is solid. Hyundai-Kia’s battery-management algorithms remain among the best in the market.

  Inside, there are a few harder plastics but the overall finish is excellent, and the technology fitted is right up there with the best in class. There’s a pair of 12.3-inch curved displays, accommodating digital instruments and then a slick, responsive infotainment system.

  The cabin itself has room for five adults, albeit with slightly reduced headroom in the rear compared with the Ioniq 5 – a trade-off, certainly, for the EV6’s more coupe-esque roofline. The boot capacity is 490 litres – more than enough for a family’s everyday needs – and you can alter the floor height. There’s also a “frunk”, a plastic storage box under the bonnet, but the additional motor cuts its capacity on this model to 20 litres, compared with the 50 litres on offer in the rear-drive edition of the Kia EV.

  Model:	Kia EV6 GT-Line S 77.4kWh AWD
  Price:	£51,945
  Motor/battery:	2 x e-motor, 77.4kWh
  Power/torque:	321bhp/605Nm
  Transmission:	Single-speed automatic, four-wheel drive
  0-62mph:	5.2 seconds
  Top speed:	114mph
  Range:	300 miles
  Max charging:	350kW (0-80% in 18min)
  On sale:	Now

   

  (https://www.autoexpress.co.uk/kia/ev6/356620/new-kia-ev6-awd-2021-review)

   
• Tested: 2021 Kia Sorento Is Compelling in Hybrid Form

  The front-wheel-drive hybrid version of Kia's redesigned Sorento mid-size three-row crossover packs a solid 227 horsepower and a 37-mpg EPA combined estimate.

   

  The new 2021 Kia Sorento hybrid doesn't make a big deal of itself, despite being the first electrically assisted version of Kia's mid-size crossover. It's got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you'd expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid's combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.

   

  

   

  HIGHS: More power than the nonhybrid base version, 11-mpg fuel-economy gain, modest price premium.

   

  To get the Sorento hybrid's 227 horses out of a 1.6-liter turbo four, you'd generally have to boost the bejesus out of it. Kia didn't do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And, yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway. Our 75-mph highway fuel economy test returned 42 mpg, 13 percent better than the EPA’s estimate, and unleashes the potential for a whopping 740 miles of range from its 17.7-gallon fuel tank.

   

  

   

   

  Kia's highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are almost the same and happen at low revs, which helps explain why the hybrid's low-end grunt feels diesel-like in strength. It's simply a smooth, prodigious shove that's out of proportion to the gas engine's displacement. The duo combines to send the Sorento to 60 mph in 7.2 seconds and through the quarter-mile in 15.6 seconds at 92 mph. The powertrain's responsiveness is reflected in the Sorento's 5-to-60-mph time of 7.9 seconds—the power is there, real-world ready when you need it.

  The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that's a common hybrid trait. As dealership sales reps like to say: They all do that. And as we often say: At least it's not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid's conventional automatic, there are paddle shifters on the back of the steering wheel. We doubt too many Sorento hybrid drivers will be grabbing downshifts on their way into a max-attack run at their favorite off-ramp, but in that unlikely scenario, the Sorento hybrid can generate a respectable 0.81 g of lateral acceleration.

  

  LOWS: Front-wheel drive only, some torque steer, reduced towing capacity.

  The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you'll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won't ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.

  

  Priced at $34,765 to start for the base S trim, the hybrid costs $1700 more than a nonhybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated at 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $2500 in fuel compared to the average new vehicle. Your mileage may vary, of course, but you'll notice that those estimated savings neatly erase the hybrid's price premium. It looks as if a half-decade is your financial break-even point, if that's a motivating factor. But the hybrid also is the significantly more powerful option, and that's a worthy upgrade on its own. It won't outpace a Sorento with the optional 281-hp 2.5-liter turbo four that we've already tested, but giving up 0.9 second to 60 mph seems like a pretty fair trade to earn an additional 11 mpg on the EPA combined cycle. The hybrid S also costs $1400 less than the least expensive 2.5-liter turbo model, the front-wheel-drive EX.

  For 2022. the Sorento hybrid will also be offered with all-wheel drive starting at $36,965. Or consider the $46,165 Sorento plug-in hybrid's EPA-rated 32-mile range of electric driving with a combined 261 horses. The hybrid shouldn't be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models' 3500-pound max. But if hauling a load isn't an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.

  (https://www.caranddriver.com/photos/g35084892/2021-kia-sorento-hybrid-drive-gallery/)

• Tested: 2022 Kia Sorento PHEV Needs More Motor
   
   

  Plug-in hybrids promise to bridge the gap between internal-combustion vehicles and EVs, offering a useful amount of all-electric range along with the ability to gas up and drive straight to Topeka, just like you did in your '68 Olds 442. That would seem an ideal combination, but seldom do the gasoline and electric sides of a PHEV play equal roles. For the most part, these are gas cars that can periodically impersonate an EV, rather than the other way around. And whether that talent is useful depends on two things: battery capacity and the size of the electric motor (or motors). As for the first part of that equation, the 2022 Kia Sorento PHEV is EPA rated at 32 miles of electric range, which might be enough to take care of your daily driving. But its electric motor makes only 90 horsepower, and therein lies the problem. The whole point of a plug-in hybrid is to use it as an EV as much as possible, but in EV mode the Sorento's power-to-weight ratio makes a Yugo look like a Ferrari SF90 Stradale.

   The Sorento's electric motor is sandwiched between a 1.6-liter turbocharged four-cylinder and a six-speed automatic transmission, with the team combining for 261 horsepower and 258 lb-ft of torque, a significant boost over the 227 horsepower of the non-plug-in Sorento Hybrid that we tested last year. However, the plug-in's extra 221 pounds of battery contribute to a curb weight 395 pounds heftier than that of the hybrid, although part of that difference is attributable to the PHEV's standard all-wheel drive, and the plug-in only comes in the higher SX trim level, too. (The Sorento Hybrid was front-drive only for 2021, although AWD is now available for 2022.) All that extra weight more than offsets the PHEV's additional 34 horsepower, with the plug-in Sorento running the zero-to-60-mph metric in 7.6 seconds versus the hybrid's 7.2 seconds. The PHEV also loses the quarter-mile sprint, clocking 15.8 seconds at 89 mph, 0.2 second and 3 mph slower than the Hybrid. It's likely that an AWD Hybrid would post very similar numbers to the PHEV, but the point remains that you're not buying the plug-in for performance. A Toyota RAV4 Prime this is not.

   

  

   

   

  HIGHS: 32 miles of EV range, tax credit can offset the higher MSRP, three rows of seats.

  So then why would you pay an extra $6800 over an AWD Sorento EX Hybrid? Well, first of all because you can get most of that money back, in the form of a federal tax credit—the PHEV's 13.8-kWh (11.8 kWh usable) battery qualifies it for a $6587 tax credit. But the other reason is because you plan to plug it in as often as you can and take advantage of the EV mode's 79 MPGe EPA efficiency estimate. Because once the gas engine is running, the PHEV is no more efficient than the regular hybrid, and in fact a little bit worse—34 mpg EPA combined, to the hybrid's 35 mpg. Over 600 miles of mixed driving, we averaged an underwhelming 26 MPGe.

   

  

   

  To awaken the Sorento's electric drivetrain, you typically want to force it into EV mode using the EV button on the console. Because, unlike most other PHEVs, the Sorento has a strange disdain for its own electric mode and left to its own devices, will run the gas engine even in light-throttle situations where you'd expect it to rely wholly on its electric power. With its battery charged, the Sorento often ignored its own electric capability and kept the 1.6-liter four humming. Maybe this was because most of our testing took place during cold weather—and it seemed like the only way for it to generate significant cabin heat is to run the engine—but sometimes it wasn't that cold, and the Sorento would still hoard battery charge for no apparent reason. Other PHEVs, like the Chrysler Pacifica and Ford Escape, will try to use up their available electric range before firing up the gas engine. Which makes sense. That's why you bought a plug-in, presumably.

  LOWS: Worse EPA combined gas mileage than the Sorento Hybrid, underpowered in EV mode, carries lots of extra weight.

  

   

  The challenge, once you've informed the Sorento that you'd prefer electric propulsion, is that now you've got 90 horsepower motivating 4490 pounds of Kia. It doesn't take much throttle to get the gas engine to assist in heaving the oars, and acceleration in EV mode is so gradual you could probably leave your morning coffee on the roof for a few miles if it needs to cool off. In practical terms, the Sorento's EV mode is something you engage once you've attained your cruising speed and you plan to stay there for a while. It does help that the electric motor is upstream from the transmission and thus benefits from multiple gear ratios, but it also feels weird to have upshifts interrupt your silent electric driving, shattering the illusion that this is anything but a mutant internal-combustion vehicle.

  The Sorento itself is a slick product, but with so many iterations—2.5-liter naturally aspirated, 2.5-liter turbocharged, 1.6-liter turbocharged hybrid, front-drive and all-wheel-drive, 16 different trims—it's easy to find variations that make more sense than this one, and for less money. At $49,960 as tested in SX Prestige trim, our Sorento PHEV was even more expensive than a top-of-the-line Telluride, a two-time 10Best winner. It's nearly $8000 more than the base EV6. If those two fellow Kias represent the best of the past and the promise of the future, then the Sorento PHEV is an avatar for the muddled present—ready to plug in, but still tethered to the pumps.

  Specifications

  2022 Kia Sorento PHEV
  Vehicle Type: front-engine, front-motor, all-wheel-drive, 6-passenger, 4-door wagon

  PRICE
  Base/As Tested: $46,405/$49,960
  Options: Prestige package (perforated leather seats, 14-way-adjustable driver's seat and 10-way-adjustable passenger's seat, heated rear seats, 12.3-inch gauge cluster display, auto-dimming rear-view mirror, Bose stereo), $2900; snow white pearl paint, $445; carpeted floor mats, $210

  POWERTRAIN
  turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 177 hp, 195 lb-ft + AC motor, 90 hp, 224 lb-ft (combined output: 261 hp, 258 lb-ft; 11.8-kWh lithium-ion battery pack; 3.8-kW onboard charger)
  Transmission: 6-speed automatic

  CHASSIS
  Suspension, F/R: struts/multilink
  Brakes, F/R: 12.8-in vented disc/12.8-in vented disc
  Tires: Continental CrossContact LX Sport
  235/55R-19 101H M+S

  DIMENSIONS
  Wheelbase: 110.8 in
  Length: 189.4 in
  Width: 74.8 in
  Height: 66.7 in
  Passenger Volume: 142 ft³
  Cargo Volume: 13 ft³
  Curb Weight: 4490 lb

  C/D TEST RESULTS
  60 mph: 7.6 sec
  1/4-Mile: 15.8 sec @ 89 mph
  100 mph: 21.5 sec
  Results above omit 1-ft rollout of 0.3 sec.
  Rolling Start, 5–60 mph: 7.8 sec
  Top Gear, 30–50 mph: 3.9 sec
  Top Gear, 50–70 mph: 5.0 sec
  Top Speed (gov ltd): 127 mph
  Braking, 70–0 mph: 162 ft

  C/D FUEL ECONOMY
  Observed: 26 MPGe
  75-mph Highway Driving, Hybrid mode: 25 mpg
  Highway Range, Hybrid mode: 310 mi

  EPA FUEL ECONOMY
  Combined/City/Highway: 34/35/33 mpg
  Combined Gasoline + Electricity: 79 MPGe
  EV Range: 32 mi

  https://www.caranddriver.com/reviews/a39210859/2022-kia-sorento-phev-by-the-numbers/

   

• The first Kia Sportage with plug-in hybrid drive is introduced

  The new generation of SUV models of the Korean company was also presented on the European market, for the first time in a plug-in hybrid variant.

  
  The PHEV variant is powered by a 1.6-liter T-GDI engine, a 66.9 kW permanent magnet electric motor and a 13.8 kWh lithium-ion polymer battery pack. The powertrain combination offers a total of 265 hp, with 180 hp from the internal combustion engine.

  Also new are Kia's latest highly efficient hybrid starter generator (HSG) and hybrid control unit (HPCU). HSG helps improve efficiency and reduce noise and vibration, thanks in part to a high-tech permanent magnet.

  HPCU achieves improved capabilities, better efficiency and lower overall noise reduction, despite the smaller volume compared to the previous system.
  The installation of the battery pack in the Sportage PHEV has been carefully done to prevent intrusion into the passenger and luggage compartments. That is why the battery is placed in the middle between the two axles under the body of the SUV, which enables a balanced distribution of weight and brings a cabin that is practical, comfortable and versatile.
  The state-of-the-art battery pack has a high-tech battery management unit that constantly monitors the condition of the battery, including factors such as current, voltage, insulation and fault diagnosis. The package also has an advanced cell control unit that measures and monitors cell voltage and temperature.
  The Sportage PHEV charges with a power of 7.2 kW, which gives it a high power density of 1.53 kW / ℓ and an efficiency of 95%. As we find out, the start of production in Europe is scheduled for the end of the year, while the first models on our market can be expected during the spring of 2022.