Friday, 25 February 2022 05:37

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/

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Tuesday, 18 January 2022 09:12

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.

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/

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Tuesday, 28 December 2021 07:37

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)

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Tuesday, 07 December 2021 09:15

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/)

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Monday, 22 November 2021 05:17

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.

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

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Tuesday, 14 September 2021 08:19

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.

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Sunday, 05 September 2021 05:20

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)

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Monday, 30 August 2021 06:38

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)

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Kia Niro
Kia

Tuesday, 20 April 2021 05:21

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".

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Friday, 16 April 2021 04:32

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

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