The Truth About Cars » Kia http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Thu, 30 Oct 2014 14:00:04 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Kia http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com/category/reviews/kia/ Hyundai/Kia Reconsidering US Diesel Market Stance http://www.thetruthaboutcars.com/2014/10/hyundaikia-reconsidering-us-diesel-market-stance/ http://www.thetruthaboutcars.com/2014/10/hyundaikia-reconsidering-us-diesel-market-stance/#comments Tue, 14 Oct 2014 13:00:57 +0000 http://www.thetruthaboutcars.com/?p=930882 With their portfolio of hybrids and EVs in place in the United States, Hyundai/Kia are now reconsidering their stance on bringing diesel power over to the market. According to Ward’s Auto, Hyundai/Kia America Technical Center powertrain director John Juriga says his employer sees “some value with diesels,” stating the South Korean duo had planned to […]

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Kia-Rio-Diesel

With their portfolio of hybrids and EVs in place in the United States, Hyundai/Kia are now reconsidering their stance on bringing diesel power over to the market.

According to Ward’s Auto, Hyundai/Kia America Technical Center powertrain director John Juriga says his employer sees “some value with diesels,” stating the South Korean duo had planned to bring them over as far back as 2009, only to back out due to then-upcoming regulations for cleaner diesels, the costs in creating them, and the higher price of diesel compared to gasoline. He says that while those issues “haven’t necessarily been eliminated, they’ve been understood better,” leading to a “more direct path” toward a U.S. diesel lineup.

Additionally, CAFE targets — especially the 2025 fleet target of 54.5 mpg — could necessitate Hyundai/Kia to add diesel to its green weapons arsenal. Juriga stated Hyundai may bring cylinder deactivation, PHEVs and EGR between 2016 and 2021, while nine- and 10-speed automatics could further its fuel efficiency game between 2021 and 2025.

That said, the duo’s diesel efforts would need to find the right fit in the U.S. in order to achieve success. Juriga explained that the Chevrolet Cruze Diesel made up just 3 percent of overall Cruze sales, and that the vehicle chosen by Hyundai/Kia would also have to go against Volkswagen strong diesel lineup. Though he didn’t offer what vehicle the duo had in mind, he believes the automakers’ customer base would be “more accepting of the technology and willing to pay a premium for the engine type in the correct product.”

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Paris 2014: Kia Unveils Updated 2016 Sorento http://www.thetruthaboutcars.com/2014/10/paris-2014-kia-unveils-updated-2016-sorento/ http://www.thetruthaboutcars.com/2014/10/paris-2014-kia-unveils-updated-2016-sorento/#comments Thu, 02 Oct 2014 14:00:41 +0000 http://www.thetruthaboutcars.com/?p=923321 Behold the new face of the 2016 Kia Sorento as revealed at the 2014 Paris Auto Show. The updated SUV holds either five or seven passengers depending on configuration, with increases in head- and legroom within its overall measurement of 188 inches. The cargo area also gained more space, now at 21.3 cubic feet with […]

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Behold the new face of the 2016 Kia Sorento as revealed at the 2014 Paris Auto Show.

The updated SUV holds either five or seven passengers depending on configuration, with increases in head- and legroom within its overall measurement of 188 inches. The cargo area also gained more space, now at 21.3 cubic feet with all rows folded down; the second row is split 40/20/40.

Up front — in Europe, at least — two diesel and one gasoline four-bangers will be available to move the Sorento around: an entry-level 2-liter with 182 horses and 297 lb-ft of torque, mated exclusively to a six-speed auto; a 2.2-liter with 197 horsepower and 325 lb-ft of torque; and a 2.4-liter with 185 horses and 178 lb-ft of torque.

Inside, plenty of safety technology can be fitted, including backup camera, lane departure, speed limit informer et al. Sound deadening materials help cut interior noise up to 6 percent, while all occupants will be treated to leather and soft-touch materials.

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Hyundai’s Gangnam Style Leads To Partial Strike http://www.thetruthaboutcars.com/2014/09/hyundais-gangnam-style-leads-partial-strike/ http://www.thetruthaboutcars.com/2014/09/hyundais-gangnam-style-leads-partial-strike/#comments Wed, 24 Sep 2014 13:00:33 +0000 http://www.thetruthaboutcars.com/?p=917626 Due to a Gangnam-style real estate deal in the Gangnam district of Seoul, South Korea, workers at Hyundai and Kia have gone on partial strike for the next few days. Bloomberg reports the unions leading the strike will do so through September 26, while wage talks with the parent company are indefinitely postponed. In turn, […]

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PSY's Gangham Style

Due to a Gangnam-style real estate deal in the Gangnam district of Seoul, South Korea, workers at Hyundai and Kia have gone on partial strike for the next few days.

Bloomberg reports the unions leading the strike will do so through September 26, while wage talks with the parent company are indefinitely postponed. In turn, shares in Hyundai fell 2 percent to close at ₩191,500 ($184 USD) on the Korea Exchange, the lowest since May 2013.

The trigger for the strike was ₩10.6 trillion ($10 billion) real estate deal for property in the Gangnam district of the South Korean capital between Hyundai, Kia and affiliate Hyundai Mobis. The unions claim this move as not only proof Hyundai can pay its workers better, including bonuses — which have been mandated by the country’s supreme court to be a part of a worker’s base pay — but that company chair Chung Mong Moo’s management style leaves a lot to be desired.

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2015 Kia Soul EV Coming To US With $33K Price Tag http://www.thetruthaboutcars.com/2014/09/2015-kia-soul-ev-coming-us-33k-price-tag/ http://www.thetruthaboutcars.com/2014/09/2015-kia-soul-ev-coming-us-33k-price-tag/#comments Fri, 12 Sep 2014 10:00:45 +0000 http://www.thetruthaboutcars.com/?p=911033 Looking for an EV that doesn’t cost Tesla money or resemble a jelly bean? Then Kia might just have what you need with its electrified version of the Soul when it arrives in showrooms later this year. AutoblogGreen reports the compact EV — the South Korean automaker’s first such mass-market offering — will enter showrooms […]

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2015 Kia Soul EV

Looking for an EV that doesn’t cost Tesla money or resemble a jelly bean? Then Kia might just have what you need with its electrified version of the Soul when it arrives in showrooms later this year.

AutoblogGreen reports the compact EV — the South Korean automaker’s first such mass-market offering — will enter showrooms with a base MSRP of $33,700 before the $7,500 federal tax rebate is applied. The price of admission places the Soul EV above the Nissan Leaf ($28,980), but just below the Volkswagen e-Golf ($35,445).

The base model — dubbed Base — brings a 6.6kW on-board charger and an “exclusive” HVAC system designed to maintain the vehicle’s 93-mile range “by minimizing energy draw.” The UVO eServices system, which provides in-car and — via the UVO app — smartphone info on range and were to pull over for a charge, comes standard. Other amenities available include Bluetooth, rear-camera display, cruise control and power windows.

Meanwhile, the top-of-the-line + — or Plus — model adds heated leather-trimmed seats, fog lights and power-folding mirrors, all for a starting price of $35,700 MSRP pre-rebate.

For those who would rather lease, Kia is offering an introductory $249/month rate for 36 months on the Soul EV Base with $1,999 down. Either way, the crossover will only be available in a few California markets, with expansion planned down the road.

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Kia Set To Build “Range” Of Compacts At Monterrey Plant In 2016 http://www.thetruthaboutcars.com/2014/08/kia-set-build-range-compacts-monterrey-plant-2016/ http://www.thetruthaboutcars.com/2014/08/kia-set-build-range-compacts-monterrey-plant-2016/#comments Thu, 28 Aug 2014 12:00:13 +0000 http://www.thetruthaboutcars.com/?p=902129 Kia announced Wednesday that it plans to build “a range of yet-to-be confirmed compact models” at its new plant in Monterrey, Mexico after Job 1 production begins in H1 2016. Automotive News reports the automaker is still determining which vehicles it plans to produce at the $1 billion plant, as it will be set-up to […]

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Kia announced Wednesday that it plans to build “a range of yet-to-be confirmed compact models” at its new plant in Monterrey, Mexico after Job 1 production begins in H1 2016.

Automotive News reports the automaker is still determining which vehicles it plans to produce at the $1 billion plant, as it will be set-up to produce both compact and subcompact models at a rate of 300,000 units annually once full production begins.

Kia adds that the plant will also serve as a potential launching pad for production throughout Central and South America, as well as a supply line to a new sales channel in Mexico:

With its strong growth forecasts for new vehicle demand, Mexico was chosen as the site for Kia’s next overseas plant given that it is one of the few remaining major markets in the world in which Kia does not have a sales presence.

Kia will begin construction of its new facility in late September.

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Kia In Talks With Mexican Officials Over $1.5B Nuevo Leon Plant http://www.thetruthaboutcars.com/2014/07/kia-in-talks-with-mexican-officials-over-1-5b-nuevo-leon-plant/ http://www.thetruthaboutcars.com/2014/07/kia-in-talks-with-mexican-officials-over-1-5b-nuevo-leon-plant/#comments Mon, 28 Jul 2014 12:00:33 +0000 http://www.thetruthaboutcars.com/?p=874337 With the need to increase supply to meet U.S. demand, Kia is in talks with Mexican officials about building a new factory in the country. Reuters reports the $1.5 billion facility would pump out 300,000 units annually, and would be located in Monterrey. The output would consist of two small vehicles to start, augmenting the […]

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With the need to increase supply to meet U.S. demand, Kia is in talks with Mexican officials about building a new factory in the country.

Reuters reports the $1.5 billion facility would pump out 300,000 units annually, and would be located in Monterrey. The output would consist of two small vehicles to start, augmenting the output at Kia’s sole plant in the Southeastern United States.

Nuevo Leon secretary of economic development Rolando Zubrian, along with other state and federal officials, began talks last week with the automaker, and hopes a deal would be made sometime during the first two weeks of August. The plant may also pave the path toward a resumption of bilateral free trade negotiations between South Korea and Mexico.

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Nissan: 633 CHAdeMO Fast Chargers Available For Use Today, More Coming http://www.thetruthaboutcars.com/2014/07/nissan-633-chademo-fast-chargers-available-for-use-today-more-coming/ http://www.thetruthaboutcars.com/2014/07/nissan-633-chademo-fast-chargers-available-for-use-today-more-coming/#comments Thu, 03 Jul 2014 12:00:57 +0000 http://www.thetruthaboutcars.com/?p=858009 Just in time for the Fourth of July travel weekend, Nissan Leaf and Mitsubishi i-MIEV owners will have access to 633 CHAdeMO fast chargers, up from 160 stations in January 2013. Green Car Reports says back then, the majority of those chargers were along the West Coast and Texas, with Nissan promising to triple that […]

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Just in time for the Fourth of July travel weekend, Nissan Leaf and Mitsubishi i-MIEV owners will have access to 633 CHAdeMO fast chargers, up from 160 stations in January 2013.

Green Car Reports says back then, the majority of those chargers were along the West Coast and Texas, with Nissan promising to triple that number within 18 months. Nissan North America senior manager of corporate communications Brian Brockman announced last week that his employer had gone above and beyond by bringing online nearly 500 units in the time period, with all listed on PlugShare.

As for the rest of FY 2014, Nissan will push forward to bring more CHAdeMO stations online, from its network of dealerships, to top Leaf markets such as Atlanta, Los Angeles and Houston. Meanwhile, another vehicle will be able to make use of the chargers when the 2015 Kia Soul EV goes on sale later on this summer.

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Capsule Review: 2014 Kia Soul http://www.thetruthaboutcars.com/2014/06/capsule-review-2014-kia-soul-2/ http://www.thetruthaboutcars.com/2014/06/capsule-review-2014-kia-soul-2/#comments Tue, 17 Jun 2014 13:00:13 +0000 http://www.thetruthaboutcars.com/?p=845121 Even those who didn’t appreciate the first Kia Soul’s eye-catching exterior would acknowledge the Soul was a car that majored on style. Replacing the underlying platform, updating the interior, and adding features are, to a degree, a set of secondary concerns in a car like this. The new Soul had to look every inch like […]

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Even those who didn’t appreciate the first Kia Soul’s eye-catching exterior would acknowledge the Soul was a car that majored on style.
Replacing the underlying platform, updating the interior, and adding features are, to a degree, a set of secondary concerns in a car like this. The new Soul had to look every inch like the Soul, but if it didn’t look new, it may not incite the necessary reaction from the style-conscious portion of the car-buying public.

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Let’s not bore ourselves with the details: the plentiful black surround on the tailgate, the headlamps that no longer grow deformities out of themselves, and the tiny but meaningful increases in length and width. To my eye, it looks like a more modern Kia Soul. Job well done. You are welcome to be the final arbiter.
As much as the exterior is an important section on the 2015 Soul’s resume, I had high hopes that the rest of the car would undergo the more serious makeover. The first-generation Soul was obviously a marketplace success, but not because it rode smoothly, steered sweetly, or made efficient use of its powerplants, and not because it felt as well-built as the vehicles Kia has introduced since 2009.
In the 2015 model I drove around last week, superior ride quality was the most dramatic dynamic improvement. You’ll continue to suffer from a few unwelcome encounters out back where there’s still a torsion beam, but if poor ride quality was the key factor restraining a potential Soul buyer a year ago, they won’t feel the same way now. Losing the 18-inch-wheels from this fully-optioned SX Luxury model (a $21,095 ! with The Whole Shabang Package for $26,195 including destination, in U.S.-speak) may further isolate road imperfections.
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Kia’s FlexSteer, which allows you to select one of three steering weight modes, is not uncommon in its lifelessness. I’d take GoodSteer from the latest Mazda 3 over the Soul’s trio of optional steering modes, but the Soul’s rack isn’t offensive. Nor is the handling anything worse than perfectly adequate. This isn’t a sporting device; there is no great level of athleticism. But as with any properly small car, the Soul is delightfully agile in urban scenarios, and the new Soul is also pleasantly quiet during highway jaunts.
I would appreciate the availability of a manual transmission with the 2.0L engine. Subcompact-like dimensions and 164 horsepower sounds fun at first. This Soul, however, is carrying around 3100 pounds, and it’s fitted with a 6-speed automatic that favours smoothness over swiftness. The 2.0L-powered Soul Exclamation Point isn’t slow, but there is a sense of weight you don’t expect in a car that’s only 163 inches long.
Regardless of its on-road characteristics, the Soul has proven to be a winner because of its engaging design, outside and in, and its vast interior. Rear leg room is terrific, and thanks to our slim Diono car seat, two adults could sit in the back with the baby and voice no complaints. The driver’s seat doesn’t have the top-end Forte’s extendable seat cushion, but I still enjoyed the chair-like seating position and the improved material quality in all the places no car owner ever touches except when cleaning. The driver’s seat is powered in all sorts of ways, including lumbar, but the passenger makes do with basic manual adjustments. Both receive heated and cooled cushions, however. Living alongside the north Atlantic as I do, those ventilated front seats sure do come in handy for a long stretch during, well, the first week of August.
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A bit longer than a Rio hatchback and a bit shorter than a Forte hatchback, the Soul’s interior only forces you to sacrifice when it comes to seats-up cargo capacity. It’s decidedly more subcompact-like than compact-like (18.8 height-assisted cubic feet compared with 15 in the Rio hatch and 23.2 in the Forte) until you fold the seats down. At which point, the Soul’s boxy shape creates greater space than you’d get in, say, hatchback versions of the Mazda 3 or Ford Focus.
The Soul also feels like a much better-built car than the majority of, if not all, subcompacts. The rear doors thunk just as well as the front doors, rather than the thunk/thwack front/rear disagreement endured in many small cars. Kia’s UVO system continues to operate at an above-average level, with multiple menus visible on the screen at any given time, quick responses, and conventional controls for most features.
For way less than $30,000, the level of luxury content in this Whole Shabanged Exclamation Point Soul is impressive, from the panoramic sunroof to the upgraded Infinity stereo, navigation, and heated rear seats. Plus, power-folding mirrors that unfolded and folded back a thousand times while I did yardwork beside our driveway with keys in my pocket, wondering all the while what that faint buzzing sound was.
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The Soul still isn’t sufficiently fuel efficient relative to most small cars, with EPA ratings of just 23/31 mpg. There is also genuine potential for a hot hatch here, and it would be wonderful if the Forte’s turbo and manual transmission made the trek over to the Soul. It’s easy to suggest that halo models are insisted upon only by non-buying enthusiasts but won’t turn out to be profit generators. Yet the Soul’s audience has become so numerous that I have to believe a turbocharged, all-wheel-drive, sport-suspended Soul would gain more than just a small cult following.
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Perhaps not. I won’t argue with the merits of the car in its current state, nor the level of success Kia has stumbled upon with the Soul since it arrived in 2009. Through the end of May, Americans have registered nearly 500,000 Souls. Sales have improved every year, rising above 118,000 units in 2013. So far this year, U.S. Soul volume is up 21%, and it’s outselling all “small” cars other than the Corolla, Civic, Cruze, Elantra, Focus, Sentra, and Jetta.
Kia Canada provided the vehicle and insurance for this review.
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Kia Building First Mexican Plant To Alleviate Strained U.S. Production http://www.thetruthaboutcars.com/2014/06/kia-building-first-mexican-plant-to-alleviate-strained-u-s-production/ http://www.thetruthaboutcars.com/2014/06/kia-building-first-mexican-plant-to-alleviate-strained-u-s-production/#comments Mon, 09 Jun 2014 11:00:07 +0000 http://www.thetruthaboutcars.com/?p=840426 In light of high demand in the United States for its offerings, Kia will build its first Mexican plant in Monterrey to help bring additional capacity to North America. Reuters reports the factory will open 21 months after groundbreaking, supplying a total of 300,000 vehicles annually to the United States. Production will focus on Kia’s […]

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In light of high demand in the United States for its offerings, Kia will build its first Mexican plant in Monterrey to help bring additional capacity to North America.

Reuters reports the factory will open 21 months after groundbreaking, supplying a total of 300,000 vehicles annually to the United States. Production will focus on Kia’s compacts — the Forte and Rio — at first before taking on work from the brand’s sole U.S. factory in Georgia, where the Optima, Sorento and Hyundai Santa Fe are assembled, and from Hyundai’s Alabama plant, where the Sonata and Elantra are built. No word was given on when the first shovels would break the earth.

Aside from supply-and-demand issues in the U.S., Kia is likely building the Monterrey plant — to go with Hyundai’s production expansion into Chongqing, China — in order to maintain its market share around the globe. The duo together hold fifth place in the global auto sales race, a position it could lose by 2016 if no more capacity is added, according to Korea Investment & Securities auto analyst Suh Sung-moon.

The capacity limit was unofficially put in place by Hyundai/Kia chair Chung Mong-koo over two years ago, fearing his two brands would end up like Toyota in the 2000s if they expanded as aggressively as had the Japanese automaker.

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New York 2014: 2015 Kia Sedona Live Shots http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-kia-sedona-live-shots/ http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-kia-sedona-live-shots/#comments Thu, 17 Apr 2014 21:34:17 +0000 http://www.thetruthaboutcars.com/?p=803610 The 2015 Kia Sedona quietly made its public debut at the 2014 New York Auto Show, ready to take up to eight passengers to the nearest Trader Joe’s after soccer practice. Behind the tiger nose, Kia dropped in a 3.3-liter V6 pushing 276 horsepower and 248 lb-ft of torque to the front wheels through a […]

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The 2015 Kia Sedona quietly made its public debut at the 2014 New York Auto Show, ready to take up to eight passengers to the nearest Trader Joe’s after soccer practice.

Behind the tiger nose, Kia dropped in a 3.3-liter V6 pushing 276 horsepower and 248 lb-ft of torque to the front wheels through a six-speed automatic.

Inside, up eight passengers can pile in depending on configuration, with third-row riders receiving 34.8 inches of legroom, second-row gaining 41.1 inches, and the parents enjoying 43.1 inches up front. Access to the third row is enabled by the Sedona’s Slide-n-Stow system in the second row, which also allows for increased storage room if needed.

Other features include auto-opening tailgate, surround-view monitoring, electronic stability control and ABS.

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Hyundai Sonata Fuel Economy Rating Found Lower Than Stated, Corrected http://www.thetruthaboutcars.com/2014/03/hyundai-sonata-fuel-economy-rating-found-lower-than-stated-corrected/ http://www.thetruthaboutcars.com/2014/03/hyundai-sonata-fuel-economy-rating-found-lower-than-stated-corrected/#comments Tue, 18 Mar 2014 13:40:58 +0000 http://www.thetruthaboutcars.com/?p=774929 Hyundai announced a correction in the upcoming 2015 Sonata’s fuel economy upon findings showing the economy figures to be lower than originally stated. Reuters reports the sedan claimed a 6 percent-climb to 12.6 kilometers per liter, a figure based on tests at the automaker’s research center. However, government tests returned a 2 percent-climb of 12.1 […]

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2014 Hyundai Sonata

Hyundai announced a correction in the upcoming 2015 Sonata’s fuel economy upon findings showing the economy figures to be lower than originally stated.

Reuters reports the sedan claimed a 6 percent-climb to 12.6 kilometers per liter, a figure based on tests at the automaker’s research center. However, government tests returned a 2 percent-climb of 12.1 kilometers per liter than the outgoing model.

Analysts, including Korea Institute for Industrial Economics & Trade senior researcher Cho Chul, said the impact of the error and subsequent correction would be short-lived, having been announced prior to the new Sonata going on sale later this month in its home market:

This may have a short-term impact on its reputation. But for the longer term, it is better for Hyundai to take quick action before controversy erupts.

Both Hyundai and Kia are rebuilding their reputations regarding fuel economy after overstate figures in their respective lineups led to recalls and customer lawsuits, paying $395 million total in settlements in the United States in 2012 for over 1 million vehicles with erroneous mileage.

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Less Than Thirty Percent Of Kia Dealers To Sell 2015 K900 http://www.thetruthaboutcars.com/2014/02/less-than-thirty-percent-of-kia-dealers-to-sell-2015-k900/ http://www.thetruthaboutcars.com/2014/02/less-than-thirty-percent-of-kia-dealers-to-sell-2015-k900/#comments Thu, 27 Feb 2014 13:55:24 +0000 http://www.thetruthaboutcars.com/?p=756329 Kia’s first RWD V8 premium sedan for the United States is set to arrive next month, though less than 30 percent of all Kia dealerships will be ready to welcome the K900 when the first shipments arrive. Edmunds reports the $60,000 sedan — aimed at the Lexus LS 400 and Mercedes S550 — will be […]

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Kia’s first RWD V8 premium sedan for the United States is set to arrive next month, though less than 30 percent of all Kia dealerships will be ready to welcome the K900 when the first shipments arrive.

Edmunds reports the $60,000 sedan — aimed at the Lexus LS 400 and Mercedes S550 — will be sold by dealerships who signed up for the $30,000 training and display package designed around the K900, according to Kia spokesman Scott McKee:

The experience is designed to shift the culture, prepare authorized K900 dealers to welcome customers who may have never visited a Kia dealership and bring with them expectations set by other luxury brands. That cultural change will have a ripple effect through our network, elevating the experience for all Kia customers.

Kia executive vice president of sales and marketing Michael Sprague added that 220 of Kia’s 765 dealers in U.S. premium markets along the coasts and within the South and Chicago have signed up thus far, though he expects more will join the party once the first phase of the training and marketing push behind the K900 is successful.

As for what customers will see when the K900 arrives in those select showrooms, the premium sedan will have its own space, with dark wood inlays cut into the floor, displays highlighting various color and trim options, and a touchscreen device showing a video of the car’s interior.

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Capsule Review: 2014 Kia Soul ! http://www.thetruthaboutcars.com/2014/02/capsule-review-2014-kia-soul/ http://www.thetruthaboutcars.com/2014/02/capsule-review-2014-kia-soul/#comments Fri, 21 Feb 2014 14:00:45 +0000 http://www.thetruthaboutcars.com/?p=749409 Winter can be stern and humorless. Into the frozen fray trundled a visitor from California. I told the 2014 Kia Soul that it was out of place. Then a whole bunch of snow fell. The Soul’s chipper personality replied “no worries, brah.” With only all-season tires, I was worried, though. Without winter tires, any-wheel drive […]

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red 2014 kia soul under snow cover

Winter can be stern and humorless. Into the frozen fray trundled a visitor from California. I told the 2014 Kia Soul that it was out of place. Then a whole bunch of snow fell. The Soul’s chipper personality replied “no worries, brah.” With only all-season tires, I was worried, though. Without winter tires, any-wheel drive may be inadequate, proper equipment really does matter. The California license plate peeked out as if to say “Let’s crush some dendrites.”

Turns out the Kia Soul is more than just a whimsical set of wheels. See, whimsy is a tricky thing. It’s a subset of humor, and humor requires a deft touch. The joke is funny when it bends. Go too far, though, and it breaks. Nobody laughs when the funny breaks.

The Kia Soul has been a practical personality box since 2009, and it’s all-new for 2014. You might have to look closely to spot the changes, and that’s good. The original Soul was charming and stretched the gags just enough. In contrast, the Scion xB, this segment’s pioneer, had already lost the plot by 2009.

The example of the xB’s second-generation Thorazine shuffle hung ominously over the 2014 Kia Soul. Would Kia mess up its cheeky little hedgehog-inspired dumpling?

 

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If styling permanence works for the Porsche 911, why can’t it work for the Kia Soul? In fact, it works quite well. It’s hard to be unhappy with so much style for so little money. The base Soul will run you $14,900. I was driving the Exclaim trim, and it turns out the price of my totally-loaded Soul was $27,000. At that price, there’s lots of alternatives, but nothing is quite like the Kia Soul.

Like MINI or the Volkswagen Beetle or even the Jeep Wrangler, the 2014 Soul hews tight to the look established by its predecessor. Park them next to each other, though, and the 2014 Soul instantly makes the original look old. The styling of the new Soul is further refined and smoothed out. Kia makes it sound like there’s a bunch of the Track’ster concept in the new car, but it’s mostly just details like the lower fascia, grille and floating body-color panel in the tailgate. The 2014 Soul looks mostly like the 2009 Soul, though it sits on its wider, longer wheelbase with more visual authority. The stoplights are the easiest tell, if you’re a car-spotter.

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We are in a new age of “Lower! Longer! Wider!” but the dimensional growth is welcome in the 2014 Soul. The back gate is wider, which leads to a larger cargo area. There’s more legroom for both front and rear seats, more front headroom, a lower hip point and reduced step-in height, adding up to a Soul that’s friendlier and more useful. The 2014 Soul turned out to be surprisingly excellent in the snow, even on the all-season tires the standard 18” alloys it wears, so it’s not useless outside of Cali.

Think of the Soul as the 2000s version of the Honda Civic Wagovan or Nissan Stanza Wagon. It’s usefully boxy, economical, easy to get in and out of and easy to drive. For something on a small 101.2” wheelbase, the 24.2 cubic feet of cargo space behind the rear seat is impressively large. Fold that second row down and there’s 61.3 cubic feet of room.

Being loaded up with features that used to be luxury car stuff probably didn’t hurt my impression, either. I sat on ventilated leather. Everyone had seat heaters, front and rear. Automatic HID projector headlights burrowed through the swirl of the storm, and I was directed by the navigation system. Above my head, a giant panoramic moonroof gave me an underside view of the glacier on the roof, the Infinity audio system was plenty entertaining, though the pulsing Hamster-Nightclub interior lights were doused quickly. The top-spec infotainment system was easy to use, and the rest of the ergonomics in the Soul are good because they don’t try to be cutesy. The dash speakers that look like coasters are a little weird, though.

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Even without the list of equipment that’s longer than a Dickens story, the Soul would be a pleaser. The base engine for the Soul is a 1.6 liter DOHC direct-injected four cylinder with a healthy-for-its-size 130 hp and a slightly disappointing 118 lb-ft of torque. It’s probably nice enough, like listening to the neighbor kid’s well-practiced rendition of Sing, Sing, Sing, but the Plus and Exclaim get a 2.0 liter that’s Benny Goodman backed by Gene Krupa, instead. (Hey, you carped about my Led Zeppelin reference…) That’s an exaggeration, but the 2.0 liter has 164 hp, 151 lb-ft, and a high 11.5:1 compression ratio. It’s a snappy little number, for sure.

What kinda harshes the buzz is the fact that the only way to get a six-speed manual is to go with the small engine. The six-speed automatic that’s paired with the 2.0 liter is a pretty decent consolation prize, though. It’s well matched to the engine and shifts well, though it exhibits some of the pulsating wonkiness under hard acceleration that’s an apparent trademark behavior of this Hyundai design.

The Soul is perhaps the most vivid example of Kia’s learning curve. Kias used to look great on paper, with lots of features and equipment for less money than the competition, but you could always count on them being short on integration. In less than a decade, that’s been completely reversed. The 2014 Soul drives like a car designed, assembled, and tuned by people who actually spoke to each other.

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The last piece of the puzzle was suspension tuning, and Kia has figured out how to make the seemingly-dowdy combo of MacPherson struts in the front and a torsion-beam rear axle ride with compliance and yet handle with some spirit, too. Other style-boxes can’t pull that off. The xB is hopelessly uninteresting to drive, and the Nissan Cube is as soft as nursing home pudding. It’s like Kia looked at what they had, realized that the first-generation VW GTI managed to do pretty damn well with the same basic parts, and got inspired.

I’d still have preferred to try the Soul in the snow on winter tires, but on its 18” alloys and surprisingly wide 235/45 Kumho Nexens it cut through like a champ. I’m also a little surprised that there’s not an all-wheel drive version of the Soul, because I think it would sell like moonshine in a dry county. I’d have an alternative to the Subaru Forester to recommend to people, and  that’s something I dearly desire. On the other hand, there’s a new Soul EV, which I can’t wait to get my hands on.

The Soul is aptly named. It’s a boxy little car with a bunch of personality. In this time of bland-but-pretty, rare is the car that both stands out for its styling and delivers some fun for everyone at a price normal people can swing. Get down with your bad self, Kia.

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Hyundai Ready To Add Capacity After Two-Year Break http://www.thetruthaboutcars.com/2014/02/hyundai-ready-to-add-capacity-after-two-year-break/ http://www.thetruthaboutcars.com/2014/02/hyundai-ready-to-add-capacity-after-two-year-break/#comments Tue, 11 Feb 2014 17:00:59 +0000 http://www.thetruthaboutcars.com/?p=739417 After a two-year break in expansion mandated by Hyundai Motor Company Chairman Chung Mong-koo in order to avoid quality issues experienced by Toyota during their aggressive growing spurt in the 2000s, Hyundai and Kia are both looking through feasibilities studies to determine where to invest in expanding their manufacturing footprint. Though the mandate is still […]

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Hyundai production line Alabama plant

After a two-year break in expansion mandated by Hyundai Motor Company Chairman Chung Mong-koo in order to avoid quality issues experienced by Toyota during their aggressive growing spurt in the 2000s, Hyundai and Kia are both looking through feasibilities studies to determine where to invest in expanding their manufacturing footprint.

Though the mandate is still in place, the expansion freeze is putting the pressure on both brands’ existing factories to produce more vehicles as it is. In 2013, Hyundai and Kia utilized 105 percent capacity of their factories around the globe, with those in the Southeastern United States running flat-out between 125 percent and 135 percent on two shifts per day.

Sources closes to the expansion plans noted the current ban, though highly beneficial to the parent automaker’s bottom line, is ultimately unsustainable for future success; Hyundai aims to sell nearly 8 million units globally in 2014, and expansion into Mexico and China — and possibly the U.S., though through a cautious approach due to tougher competition in a tight market — would help move the goal post past 8 million

The renewed interest in expansion comes as costs in labor and languid growth prospects in the automaker’s home market are prompting competitors — such as General Motors — to cut back on manufacturing and export, something Hyundai refuses to contemplate. Thus, the search for “investment opportunities” outside of a local market set to peak at 1.6 million sales annually through 2020 beginning in 2016, including three sites in China, whose local market could see 33 million to 38 million sales annually by 2020.

If approved, the fourth Chinese factory would be Hyundai’s first major manufacturing capacity investment since opening their third plant in 2012 alongside one in Brazil, both announced prior to the expansion ban in 2010 and 2008, respectively.

That said, Chung could veto any new expansion investment should such plans be presented.

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Hyundai Canada Settles Class Action Fuel Economy Suit http://www.thetruthaboutcars.com/2014/01/hyundai-canada-settles-class-action-fuel-economy-suit/ http://www.thetruthaboutcars.com/2014/01/hyundai-canada-settles-class-action-fuel-economy-suit/#comments Wed, 29 Jan 2014 17:00:50 +0000 http://www.thetruthaboutcars.com/?p=726978 Hyundai Auto Canada reached a settlement with consumers in a class action lawsuit over exaggerated fuel economy numbers among their Hyundai and Kia lineup of vehicles, paying a total of $46.65 million CAD ($41.85 million USD) in the deal, according to just-auto. Under the terms of the settlement — affecting current and former owners and […]

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2011 Hyundai Elantra Build Sheet

Hyundai Auto Canada reached a settlement with consumers in a class action lawsuit over exaggerated fuel economy numbers among their Hyundai and Kia lineup of vehicles, paying a total of $46.65 million CAD ($41.85 million USD) in the deal, according to just-auto.

Under the terms of the settlement — affecting current and former owners and lessees of 130,000 Hyundai and Kia models made between MY2011 and MY2013 — consumers can either take a one-time payment based on type of vehicle affected, or remain in an existing reimbursement program Hyundai started in late 2012 after the automaker restated fuel economy ratings. The program covers additional fuel costs associated with the adjustment, along with a 15 percent premium in acknowledgement of the inconvenience over the issue so long as the vehicle is in the possession of the owner or lessee.

Those who take the lump sum will receive the payment minus previous reimbursements from the program. Other options available include a dealership credit of 150 percent of the lump sum, and a 200 percent credit of the cash amount towards the purchase of a new Hyundai or Kia.

Though Hyundai’s Canadian wing has its ducks in a row, their operations in the United States are still in the class action process after the Environmental Protection Agency announced fuel economy overstatements made by the automaker, as well as subsequent adjustments to the fact.

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Honda, Nissan, Toyota Set Production Record Against Weakening Yen http://www.thetruthaboutcars.com/2014/01/honda-nissan-toyota-set-production-record-against-weakening-yen/ http://www.thetruthaboutcars.com/2014/01/honda-nissan-toyota-set-production-record-against-weakening-yen/#comments Thu, 23 Jan 2014 16:32:38 +0000 http://www.thetruthaboutcars.com/?p=706538 As the yen weakened against the dollar for a second consecutive year, Honda, Nissan and Toyota all set production records in their North American plants in 2013, according to Automotive News. Outputs for the trio last year include 1.86 million units for Toyota, 1.78 million for Honda, and 1.47 million for Nissan, though gains on […]

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Toyota Baja California Assembly Line

As the yen weakened against the dollar for a second consecutive year, Honda, Nissan and Toyota all set production records in their North American plants in 2013, according to Automotive News.

Outputs for the trio last year include 1.86 million units for Toyota, 1.78 million for Honda, and 1.47 million for Nissan, though gains on the production line didn’t match sales in the United States. However, exports took up the slack in U.S. showrooms, with more units sent to growing markets such as South Korea, Saudi Arabia and Latin America.

As far as individual models are concerned, Honda built 466,695 Accords at their Marysville, Ohio plant in 2013, around 20,000 more than the number of Camrys Toyota workers at the automaker’s Georgetown, Ky. plant.

The Japanese Three expanded their presence in North America as insulation against a falling yen, which fell 17.6 percent against the dollar in 2013 after falling 11 percent in 2012, as well as protection from overseas production disruptions that could affect North American output. In fact, Honda will soon open a plant in Celaya, Mexico to build the Fit, with the long-awaited 2015 NSX to be assembled in an experimental plant in Marysville.

Regarding Hyundai and Kia, the two South Korean automakers set a few records of their own in North America, including 399,495 Sonatas and Elantras leaving Hyundai’s Montgomery, Ala. plant, and 105,647 Santa Fes rolling out of the Kia line in West Point, Ga.

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Hyundai, Kia See Weakest Annual Sales Growth in a Decade http://www.thetruthaboutcars.com/2014/01/hyundai-kia-see-weakest-annual-sales-growth-in-a-decade/ http://www.thetruthaboutcars.com/2014/01/hyundai-kia-see-weakest-annual-sales-growth-in-a-decade/#comments Thu, 02 Jan 2014 16:59:53 +0000 http://www.thetruthaboutcars.com/?p=691178 2014 may only be a day old, but it’s already shaping up to be a rough year for Hyundai and Kia as they prepare to increase global sales by just 4 percent this year, the lowest and bleakest forecast for the Korean duo since 2003. Though the foreseen growth will be fueled by revamped models […]

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2014 may only be a day old, but it’s already shaping up to be a rough year for Hyundai and Kia as they prepare to increase global sales by just 4 percent this year, the lowest and bleakest forecast for the Korean duo since 2003.

Though the foreseen growth will be fueled by revamped models and increased production in China, and is in line with overall projected global sales in 2014, a stronger won and weaker yen — the latter brought about by Japan’s desire to support its export industry and to find a way out of the 20-year trek through the economic wilderness — have eroded the price advantage Hyundai and Kia held over their Japanese competitors.

While the duo experienced market growth in Brazil and China last year, they lost market share in both their home market and in the United States, the former through a free trade pact between the European Union and South Korea. Sales in 2013 totaled 7.56 million units worldwide, with a total projection of 7.86 million going forward in 2014.

Shares of the parent automaker haven’t fared well in the outgoing year, advancing only 8 percent against GM’s 41 percent and Toyota’s 60 percent surges on the trading floor.

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Hamster Heart, Electric Soul http://www.thetruthaboutcars.com/2013/11/hamster-heart-electric-soul-kia-soul-ev-in-north-america-soon/ http://www.thetruthaboutcars.com/2013/11/hamster-heart-electric-soul-kia-soul-ev-in-north-america-soon/#comments Tue, 12 Nov 2013 13:00:22 +0000 http://www.thetruthaboutcars.com/?p=648482 If you’re into EVs but find theTesla Model S too expensive, and the Leaf too jelly bean, then Kia would like to offer you something with a bit of soul. An electric Soul, that is. The Soul EV will be the first EV sold outside of South Korea, with experience gained from the development and […]

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Kia Soul EV

If you’re into EVs but find theTesla Model S too expensive, and the Leaf too jelly bean, then Kia would like to offer you something with a bit of soul. An electric Soul, that is.

The Soul EV will be the first EV sold outside of South Korea, with experience gained from the development and limited introduction of the Ray EV to government and rental fleets in their native market. Though no specific date has been set for the Soul EV’s North American rollout, Kia says to expect the electric hamstermobile to arrive in showrooms sometime in the second half of 2014, possibly bearing a 2015 model year designation.

If you’re lucky enough to be introduced to the Soul EV next year, expect drive away in a vehicle made for the city without looking like an electric wizard. Under the hood will be an electric motor pushing 109 horses out through the front door while providing 210 square-pounds of Whole Foods Market-pulling torque. Zero to 60 takes about 12 seconds, and you’ll be able to go back to the future with the Soul EV’s top speed of 90 mph.

The Soul EV will utilize what Kia calls the Virtual Engine Sound System, or VESS. At 12 mph or less, or while backing out with those organic goodies, the VESS will emit an audio alert of some sort to warn those hipsters to move out of your way in an ironic manner.

As for range and charging, the Soul EV is definitely meant for commuting to and from the hip neighborhood you call a home, with a target range of 120 miles per charge. While putting in your time at that awesome startup that will revolutionize the way you play with running vicious candy farmers, the Soul’s 27 kWh lithium-ion polymer battery pack will take five hours to charge on a standard 240v outlet, or 25 minutes on fast-charging through a 100 kW outlet.

Finally, the Soul EV is not only eco-conscious on the road, but is totally granola on the inside as well: the materials used are composed of biomass, from the foam in the seats to the dashboard holding the instrument cluster and 8-inch display.

The price of admission to feel like an electric hamster? Unknown as of this time, though word on the street is that it might be sold for around $35,000 on our shores. Like the Fiat 500e, this is strictly a compliance car meant to appease regulators. Hyundai’s corporate direction for ZEVs will be based around fuel cells, not electric vehicles.

In the meantime, enjoy this brief spy shot gallery with some bonus meta-commentary on the idea of “exclusivity.”

Soul EV Spy Shot 01 Soul EV Spy Shot 02 Soul EV Spy Shot 03

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Canada Capsule Review: 2014 Kia Rondo http://www.thetruthaboutcars.com/2013/11/canada-capsule-review-2014-kia-rondo/ http://www.thetruthaboutcars.com/2013/11/canada-capsule-review-2014-kia-rondo/#comments Fri, 01 Nov 2013 17:31:54 +0000 http://www.thetruthaboutcars.com/?p=623193 TTAC readers seem to care not a whit for the flashy stuff. The Jaguar F-Type, possibly the most anticipated press car this year among journalists, lifestyle bloggers and other dubiously affiliated members of the media, garnered less than 50 reader comments. Meanwhile, reviews of the Chrysler minivans regularly generate hundreds. In a quest to be […]

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TTAC readers seem to care not a whit for the flashy stuff. The Jaguar F-Type, possibly the most anticipated press car this year among journalists, lifestyle bloggers and other dubiously affiliated members of the media, garnered less than 50 reader comments. Meanwhile, reviews of the Chrysler minivans regularly generate hundreds. In a quest to be of greater service to our readers (and because I know that another Generation Why can scarcely be tolerated), I decided to sample something that is hopefully of genuine interest to you all: a minivan that is not available in the United States. Like the Chevrolet Orlando, the Kia Rondo is available in a number of countries that did not support the Iraq War, among them, Canada. Like the Chevrolet Orlando, it is supposedly “right-sized” for Canada, thanks to a smaller engine, a smaller physical footprint and an available manual transmission (which will be popular in Northen Quebec and nowhere else). And like the Chevrolet Orlando, it’s hard to rationalize buying one of these when you can have a Dodge Caravan for similar money. Like the Orlando and the Mazda5, the Rondo’s roots lay in a global compact car platform – in this case, the same one that underpins the Hyundai Elantra and the Kia Forte. The relationship between the products is akin to how the Volkswagen Touran is the slightly larger, MPV twin of the Volkswagen Golf. The strut suspension up front, the torsion beam out back and even the 2.0L Theta 4-cylinder and 6-speed automatic are carried over from the Hyundai/Kia corporate parts bin, and the cars don’t feel terribly different to drive.

Around town, the higher driving position and premium-feeling interior make the Rondo a decent place to spend time. Visibility is excellent, thanks to the wraparound glass throughout the greenhouse, and the CUV-esque way that you sit up high in the car. Kia’s UVO infotainment system is one of the easier ones to operate, with clear, intuitive menus and an easy to operate touchscreen. All of the controls are well laid out, though there are some odd quirks – the top model EX Luxury that we tested only has a cooled driver’s seat, but the passenger seat doesn’t get that same consideration. At a glance, the materials and design of the interior looks “premium”, but look a little deeper and the facade disappears. The lids of the many storage bids feel a bit flimsy on closer inspection, while the headliner has the “egg carton” feel of a typical economy car when pressed. Even so, I would give it the edge over the rather drab Orlando and the now-dated Mazda5 as far as interiors go. Like most of these European-style MPVs, seating in the second row is generous but the third-row is useless for anyone past puberty. With the seats up, there’s a measly 8.6 cubic feet of space, which then expands to 32.2 cubic feet once folded. With both rows down, you’re up to 65.5 cubic feet.

The Rondo’s road manners also leave something to be desired, resembling the base Elantra rather than the more sporting Elantra GT. All of the chassis and powertrain flaws present in this vehicle family are only magnified in the Rondo, though it does a good job of masking them. In a daily commute, the Rondo is basically transparent, moving along in relative silence, isolating you from most road imperfections. Handling is as you’d expect – not great. Excess bodyroll makes the Rondo feel like a Bayliner through corners, while the three-model steering system, as seen on the Elantra GT and other Hyundai/Kia products, does little to help improve driver engagement. I left it in Sport the entire time, and while it firmed up the steering a fair bit, feedback was non-existent.

Power from the 2.0L engine, with its 164 horsepower and 156 lb-ft of torque is adequate. On the freeway, there’s enough power to pass other cars without making it a white knuckle experience. Around town, it’s let down by poor throttle calibration and a sluggish 6-speed automatic transmission – similar to the Dodge Dart, the Rondo suffered from a perceptible lag when trying to weave and bob through urban traffic. Press the accelerator and there would be a very noticeable “One onethousand, two onethousand” gap between when your foot moved and when the car would start moving forward. When you’re trying to close a gap that might get you out of a blocked lane in congested, rush hour traffic, this kind of delay can be the difference between making it and having someone else get there first. Fuel economy in mostly city driving was 23 mpg, three mpg off of its city rating, and a rather respectable showing given that downtown Toronto’s driving conditions are far from those mandated in fuel economy tests.

The Rondo’s biggest issue isn’t its competitive set, but the Dodge Grand Caravan. In an urban metro area like Toronto, the Rondo has a lot going for it. It’s quite fuel-efficient, easy to drive in traffic (though the lag in power is a real problem) and is “right-sized”, in that it’s short enough to park easily while also narrow enough to weave its way through busy streets and tight parking garages. It has lots of premium features, from heated rear seats to a panoramic sunroof to a backup camera, that make it a very nice place to be when you’re doing errands around town. But you’ll pay for all of that too. In Canada, where vehicles are a fair bit more expensive than the United States, our tester rang up at $32,195.

But I’m not sure that’s quite good enough. Dodge has an iron grip on the Canadian minivan market for a reason. The Caravan is cheap, powerful and has enough room for multiple hockey bags, and you don’t necessarily have to fold the third row of seats to accommodate them. When it’s time for that, the Stow ‘N Go system makes it as easy as possible for a harried parent to do so. Fitting just one hockey bag in the Rondo would immediately require the folding of the third row, and then some creative maneuvering to make it fit. Oh, and there’s also the whole “sliding doors vs hinged doors” debate. For many people, the Rondo will be on the losing side of that one.

Talk of hockey bags and thriftiness may seem like a tired joke to our American audience, but Canadian readers will be able to affirm that these are the realities of life up in the Frozen North, and our auto market reflects that. Last year, Dodge sold 51,552 Grand Carvans in Canada, making it the fourth best selling vehicle in the country. Our love for small vehicles and fuel efficiency would suggest that a vehicle like the Rondo would do well here, but in 2012, just 6316 Rondos were sold, with the Mazda5 and Chevrolet Orlando not doing much better either. Canadian consumers seem to be playing against type in this particular segment, and given their unique needs and the absolute rock bottom prices one can get a Caravan for, it’s easy to understand why.

Kia provided insurance, a tank of gas and the press vehicle for one week. Thanks to AutoGuide.com for the photography.

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Kia K900 To Debut at LA Auto Show http://www.thetruthaboutcars.com/2013/10/kia-k900-to-debut-at-la-auto-show/ http://www.thetruthaboutcars.com/2013/10/kia-k900-to-debut-at-la-auto-show/#comments Tue, 29 Oct 2013 15:16:28 +0000 http://www.thetruthaboutcars.com/?p=636945 Over a month ago, we brought you news on the upcoming arrival of Kia’s rear-driven K900 sometime in early 2014. If you can’t wait to see the car in the flesh, however, the car will make its debut in November during the Los Angeles Auto Show. The brief press release issued by Kia claims the […]

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20120527_kia_k9_1Over a month ago, we brought you news on the upcoming arrival of Kia’s rear-driven K900 sometime in early 2014. If you can’t wait to see the car in the flesh, however, the car will make its debut in November during the Los Angeles Auto Show.

The brief press release issued by Kia claims the K900 (otherwise known as the K9 in its home market, and the Quoris in export markets not known as the United States) will allow the automaker to “take value to new levels of sophistication,” positioning the car as their flagship among the Fortes and hamster-piloted, Lady Gaga-blasting Souls normally found on the lots.

Though the release didn’t specify beyond stating that the K900 will have either a V6 or V8 driving the power to the back, the flagship sedan will possess a 3.8-liter V6 pushing 240 horses out of the stable with a larger V8 bringing 420 wild stallions to the party, both attached to an eight-speed automatic.

The K900 is set to take dead aim at the BMW 7 Series, just in time for your next high school reunion under the serious moonlight. Price of admission is expected to be between $50,000 and $70,000, with a big campaign to debut during Super Bowl XLVIII in February 2014.

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Review: 2014 Kia Cadenza (With Video) http://www.thetruthaboutcars.com/2013/08/review-2014-kia-cadenza-with-video/ http://www.thetruthaboutcars.com/2013/08/review-2014-kia-cadenza-with-video/#comments Fri, 30 Aug 2013 22:08:39 +0000 http://www.thetruthaboutcars.com/?p=501244 Kia has big plans for America. The Korean brand that was written off in the 1990s, and is best known for making inexpensive cars with long warranties, isn’t planning an assault on the mass market. Kia has bigger plans: compete head on with Lexus, BMW and Mercedes. Say what? Yep. By 2017 Kia promises they […]

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2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes

Kia has big plans for America. The Korean brand that was written off in the 1990s, and is best known for making inexpensive cars with long warranties, isn’t planning an assault on the mass market. Kia has bigger plans: compete head on with Lexus, BMW and Mercedes. Say what? Yep. By 2017 Kia promises they will be ready. Rather than leaping right into the market, Kia is dipping their toes into the murky waters of the near-luxury pool. In many ways the near-luxury segment is a harder place to compete. This segment is full of aspiring brands trying to move up (Buick and Cadillac), brands that are floundering (Acura), brands that are treading water (Volvo and Lexus’s FWD models ), brands trying to expand down (Mercedes with the CLA) and brands that have no idea what their mission is (Lincoln). Into this smorgasbord lands a sedan that managed to be the most exciting car I have driven this year and the most awkwardly named. Now that I have that spoiler out of the way, let’s dive into the Credenza. I mean Cadenza.

Exterior

Kia has long been accused of copying styles and jamming discordant cues into one product. The pinnacle of this was the unloved Kia Amanti, mercy killed a number of years ago. That model had Mercedes E-Class headlamps, a Jaguar-meets-Chrysler grille, Lincoln tail lamps and a decidedly Town Car profile. The 2014 Cadenza is so different you’d think it was from a different car company. The overall style is “Optima’s big brother” with the same “tiger nose” grille up front. The large grille strikes me as the best interpretation of this style yet, although the plastic accent strip inside the aggressive headlamps struck me as slightly cheesy. There is still something derivative about the Cadenza, the side profile is exactly what a FWD 7-series would look like. (Shorten the hood, stretch the overhang.) Overall the Cadenza’s “smoothed out Optima” lines strike me as conservative and elegant, something that appeals to me.

Click here to view the embedded video.

Before we go further, let’s talk about the elephant in the room: the Hyundai Azera. The Cadenza isn’t simply a badge engineered Azera, but neither is it a unique vehicle. Through a convoluted set of financial arrangements, Hyundai and Kia are 32.8%  joined at the hip, which means Hyundai doesn’t “control” Kia and Kia can’t just grab an Azera and stick a Kia logo on the front. Instead what we see are two cars with common drivetrains, crash systems, hard points and bits grabbed from the same parts bin. Think of the Cadenza as the Azera’s younger cousin and not a corporate twin.

2014 Kia Cadenza Interior, Picture Courtesy of Alex L. Dykes

Interior

Style is a subjective matter, there’s no way around that. I found the Cadenza to be traditional, almost to a fault, on the inside but still handsome. For me that’s a good thing as I don’t tend to gravitate to “ground breaking designs” like crazy asymmetrical dashboards or shifters that require an instruction manual and 30 minutes to master. I found the Azera’s interior to be more unique, but less to my taste. On the flip side there is little about the Cadenza’s interior that creates a burning desire, unless you like value. Being the cheap bastard that I am, words like “value” “bargain” and “deal” light a primeval fire in my loins. Keep that in mind.

As I have said in the past, value is all about cutting corners. Lately Kia has been displaying a level of perspicacity unseen in the competition. This balance is obvious when you look at the dash and doors which combine hard and soft touch plastics. This isn’t unique by itself, what is rare is the placement of the hard bits away from the driver’s reach and a careful matching of color and texture so that its hard to tell what’s hard and what’s not. This is something Lexus got totally wrong with the new ES. Most Cadenzas on my local lot had the optional Alcantara headliner and cream colored leather seats which have a huge impact on the feel of the interior. Faux-suede used to be something you’d only find on high-end European models, but it can be yours for under 40-large in Kia-land. Unlike Chrysler’s application of the soft-stuff, Kia also coats the A, B and C pillars in fake cow. Speaking of fake, the wood isn’t real. The lack of real tree bugs me a hair, but when you consider that a $60,000 Acura still has imitation burl I guess I shouldn’t complain. In terms of interior feel, the Cadenza ranks slightly above the new LaCrosse and Azera and just below the Toyota Avalon. While I think the Acura RLX’s interior was made of nicer bits, the Cadenza isn’t far off and almost everyone had a nicer interior than the current Lexus ES.

2014 Kia Cadenza Interior, Picture Courtesy of Alex L. Dykes

Front seat comfort proved good for the driver in the base model and excellent with the optional soft Nappa leather which adds a power extending thigh bolster. You should keep in mind that the front seats aren’t created equally and the passenger seat doesn’t have the same range of motion making it harder for your spouse to find an ideal sitting position. Trust me, I heard the complaints. Being self-centred, this didn’t bother me, but I should note the American competition offers matching controls on their front passenger throne. The Cadenza’s lumbar support hit me at exactly the right spot on my back which is fortunate because unlike the GM sedans the lumbar isn’t adjustable for height.

The Cadenza’s rear compartment was surprising, not just because the seats seemed designed for adults with cushy cushions suspended high off the floor, but because the plastics quality was consistent with the front cabin. That may sound like an odd thing to comment on, but most mass market entries and even cars like the Lincoln MKS and Lexus ES350 gets cheaper bits in the back. Speaking of the back, the Cadenza’s trunk is acceptable for the class at 15.9 cubic feet, notably below the Impala and Taurus with their cavernous trunks. It’s worth noting that the Cadenza’s rear seat backs don’t fold like some of the competition so keep that in mind if you’re a regular IKEA shopper.

2014 Kia Cadenza Interior, Infotainment, Picture Courtesy of Alex L. Dykes

Infotainment

The dashboard of the Cadenza is dominated by a standard 8-inch touchscreen infotainment/navigation system dubbed UVO2. The Microsoft-powered system is bright, easily readable and a bit far from the driver. This distance could be a problem if you have short arms or long legs. The Cadenza gets the latest version of Kia’s software featuring full voice commands of your music library, allowing you to select songs and playlists with voice commands ala Ford’s SYNC. Also included is an array of OnStar-like services including vehicle diagnostics, car locator and automatic 911 dialing when your airbags deploy. Unlike OnStar however the system depends on a compatible smartphone being paired with the system and present for these services to work. The lack of a cell modem means you also need a paired smartphone for some of the data services to operate. In an odd ergonomic twist, Kia places the system’s button bank between the screen and the climate controls. The loaded Cadenza we tested gets a 7-inch TFT instrument cluster which houses the speedometer, trip computer, secondary infotainment display and navigation instructions.

Overall the Cadenza’s system is easy to use and intuitive but not as feature rich as some of the other options on the market. Notably uConnect and MyFord Touch offer sexier graphics and better app integration, although the Ford system crashes as often as a 1980s computer. Toyota/Lexus’ systems are getting a little long in the tooth at the high-end with older graphics and a smallish 7-inch screen, and their less expensive systems use small and dim 6.1 inch screens that are easily outclassed. GM’s direct competition is a bit disappointing because the LaCrosse and Impala use the same buggy software as the Cadillac XTS with a different brand attached instead of the excellent systems used in the Buick Verano and Chevy Malibu. If you want to know more, I take a deep dive into UVO2 in the video.

2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes

Drivetrain

The Cadenza uses the same 3.3L direct-injection V6 engine as Hyundai’s Azera mated to the same 6-speed automatic transaxle. The six-pot is good for 293 horsepower at 6,400 RPM and 255 lb-ft of toque at 5,200 RPM. These numbers place the Cadenza in the middle of the pack, below the GM triplets and the Acura RLX, but above the Avalon and ES350 and a virtual tie with Chrysler’s 300 V6. When it comes to performance, curb weight and transmission design are  just as critical as raw engine numbers. At around 3,750lbs the Cadenza is lighter than everyone but the new Avalon and ES (around 3,550lbs). In theory, this should skew performance in the Cadenza’s favor, but when the numbers are tabulated the Kia is 3/10ths slower than the RLX to  60 and half a second slower than the Impala and LaCrosse V6. Compared to the AWD XTS, the Cadenza is a hair faster. (The XTS AWD was tested in-house which is why I don’t use a FWD XTS estimate.) The 8-speed V6 Chrysler 300 was the slowest to 60 by around half a second. What gives? The 300 isn’t a light-weight. Our last instrumented test of the Taurus V6 and MKS put the Ford at the bottom of the pack with the 300 and the MKS on par with the Kia.

GM’s 3.6L V6 not only delivers more twist, it also has a broader torque curve and the GM/Ford 6-speed transaxle has an extremely low first gear helping the Impala and LaCrosse get off the line rapidly. Chrysler’s 8-speed auto may be a gem but it can’t re-write the laws of physics, the 300 is just too heavy. At this time Kia isn’t saying if there will ever be an AWD version of the Cadenza, so if you need four-wheel-motivation you need to look to elsewhere.

2014 Kia Cadenza Interior, Picture Courtesy of Alex L. Dykes

Pricing

$35,100, $38,100 and $41,100. That’s all you need to know about the Cadenza’s pricing since the up-scale sedan only comes in three flavors. Why the lack of variation? It keeps prices low and helps inventory issues as the Cadenza is made in Korea. The Cadenza is extremely well-featured at the base price with standard heated leather seats, navigation, backup camera, keyless go, dual-zone climate control, 10-way driver’s seat with adjustable lumbar support and rain-sense wipers. This price point sets the Kia at a slight discount versus the main-stream competition, and about $1,600 cheaper than a Lexus ES350 or Lincoln MKS. If that doesn’t sound like a “deal” yet, hang on. For $38,100 Kia adds a ginormous sunroof, HID headlamps, ventilated driver’s seat, heated rear seats, electric tilt/telescopic steering wheel, power extending thigh bolster (driver’s seat only), a seat/wheel memory system, power rear sun shade, a 7-inch TFT instrument cluster and snazzy Nappa leather seats. This level of Cadenza is where the value proposition starts slotting in $2,500 less than the LaCrosse and $4,000 less than an ES350 or MKS before you take into account the features you just can’t get on the competition. Jump to $41,100 and Kia tosses in 19-inch wheels, radar cruise control with full-speed range ability, blind spot warning, lane departure prevention, an automatic electric parking brake, water-phobic glass and (if you select the no-cost white leather) the faux-suede headliner. This is the option level where the Cadenza (like most Kias) starts to shine. The loaded Kia is a $7,000 discount vs the Lexus ES350 which is an apt comparison. The Kia doesn’t offer real wood but it does offer a nicer interior and a few features you won’t find on the Lexus like the LCD disco dash. Compared to the Acura RLX we had the week before, the Cadenza is nearly $20,000 less expensive. The discount is similarly large with you compare the Cadenza to the XTS and smaller vs the MKS.

2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes

Drive

The one area where the Cadenza didn’t surprise was behind the wheel. Kia’s relative inexperience in the near-luxury market shows, if you know where to look. However the delta between the Kia and the competition, once as wide as the grand canyon,  is now a light shade of grey. Although very well controlled, the Cadenza exhibited slightly more torque steer and wheel hop than you’ll find in GM’s Epsilon II triplets or the Avalon/ES sisters. Of course when it comes to driving dynamics the Chrysler 300’s rear wheel drive layout is the clear winner. When it comes to absolute grip, the Cadenza is likely the equal of the Impala and Avalon, however the steering is not as communicative and the chassis isn’t quite as predictable or refined. Don’t think that makes the Cadenza “feel cheap”, far from it. The Cadenza nails the ” substantial”  feel that this large sedan category is known for.

While drivers will notice the Cadenza is a hair less sophisticated than the competition, passengers are unlikely to notice. The Cadenza’s springs and dampers did an admirable job of soaking up road imperfections around town and are tuned to land somewhere between the Acura RLX’s sportier aspirations and the pillow-soft ride of the LaCrosse. Cabin noise in the Cadenza is extremely well controlled on all road surfaces and thanks all throttle positions. In some ways the Cadenza was too quiet, hushing the engine’s emissions during our 0-60 testing.

In a straight line the Cadenza’s gear ratios and relative lack of low end torque make the Kia feel sluggish compared to the competition, something I hadn’t expected given the engine specs. Part of this is a transmission that feels reluctant to downshift which takes some of the joy out of mountain driving. Fortunately Kia includes paddle shifters so you can command the gears, but in comparison the Ford/GM transaxle and Chrysler’s ZF sourced unit seem psychic in comparison.

2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes

When it comes to nannies and gadgets Kia took an interesting line. The Cadenza has lane departure warning but no prevention system tied to it unlike Lincoln and Acura’s systems. On the flip side Kia over-delivers with the radar cruise control system. Acura’s systems brake too hard and too early, Infiniti’s systems brake hard and late, most of the other systems on the market are a combination of the two and the majority give up when speeds drop below 20MPH. Much like the systems on current Volvo and Mercedes models however the Kia system drives like a moderately cautious driver, braking progressively but smoothly to a complete stop, and accelerating at a moderate rate when traffic resumes. The system is so fluid that passengers didn’t know the car was “driving itself”  in heavy traffic until I told them to pay attention to my right leg.

After a week with the Cadenza and 611 miles I have to admit I was hooked and that’s not something I say often. The Cadenza’s elegant but restrained looks, comfortable and well-assembled interior, heavy gadget content and value pricing are an incredibly compelling combo. The interior and sticker price more than justify the negatives I encountered during the week. The only major problem with the Cadenza is the Kia logo on the hood. This begs the question: is luxury looking expensive or feeling coddled? At higher price points I would argue you need both, but near luxury is about value and that’s where the Cadenza shines. I’m not sure about Kia’s Mercedes ambitions, but one thing’s for sure, the Cadenza puts Acura on notice and Lexus needs to watch their back.

 

Hit it or Quit it?

Hit it

  • It turns out you can have an Acura at Honda prices.
  • Alcantara headliners rock.
  • Near-luxury without near-pretentiousness

Quit it

  • Can you handle your premium car’s discount badge?
  • I had expected better performance numbers.

 

Kia provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested:

0-30: 2.51 Seconds

0-60: 6.08 Seconds

1/4 mile: 14.67 Seconds @ 97 MPH

Average Observed Fuel Economy: 24.5 MPG over 611 miles

 

2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Exterior-001 2014 Kia Cadenza Exterior-002 2014 Kia Cadenza Exterior-003 2014 Kia Cadenza Exterior-004 2014 Kia Cadenza Exterior-005 2014 Kia Cadenza Exterior-006 2014 Kia Cadenza Exterior-007 2014 Kia Cadenza Exterior-008 2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Exterior-010 2014 Kia Cadenza Exterior-011 2014 Kia Cadenza Exterior-012 2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Exterior-015 2014 Kia Cadenza Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Interior, Steering Wheel, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Interior-002 2014 Kia Cadenza Interior-003 2014 Kia Cadenza Interior-004 2014 Kia Cadenza Interior, Picture Courtesy of Alex L. Dykes 2014 Kia Cadenza Interior-006 2014 Kia Cadenza Interior-007 2014 Kia Cadenza Interior-009 2014 Kia Cadenza Interior-010 2014 Kia Cadenza Interior-011 2014 Kia Cadenza Interior-012 2014 Kia Cadenza Interior-013 2014 Kia Cadenza Interior-014 2014 Kia Cadenza Interior-015 2014 Kia Cadenza Interior, Picture Courtesy of Alex L. Dykes

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Capsule Review: 2014 Kia Forte EX http://www.thetruthaboutcars.com/2013/08/capsule-review-2014-kia-forte-ex/ http://www.thetruthaboutcars.com/2013/08/capsule-review-2014-kia-forte-ex/#comments Tue, 27 Aug 2013 13:18:02 +0000 http://www.thetruthaboutcars.com/?p=501408   On paper and in person, the 2014 Kia Forte looks like a Very Good Car™. Is it really, though? The outgoing Forte pulled the same trick, looking all the world like it was going to keep the Honda Civic, Toyota Corolla and Ford Focus up at night, an illusion that fell apart upon driving. […]

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20130805_174446

 

On paper and in person, the 2014 Kia Forte looks like a Very Good Car™. Is it really, though? The outgoing Forte pulled the same trick, looking all the world like it was going to keep the Honda Civic, Toyota Corolla and Ford Focus up at night, an illusion that fell apart upon driving. Oh sure, the Forte has always been very good looking, and Kia is known for offering a lot more equipment for less money, but you can’t just strap styling and stuff to a base-model-1992 driving experience and call it a day. And that is why there’s a 2014 Kia Forte, with great new looks and a price-to-equipment ratio that would please even the crustiest quartermaster. Fine, newly-minted college graduates (at least those with jobs) and equally-new AARP card holders looking to downsize will still be thrilled, but what about the enthusiast?

The styling is, of course, the first thing you notice. The 2014 Forte has a roofline that swoops instead of sucks. It may be swimming in the “needs a car” end of the pool, but the Forte looks expensive. Of course it does, because Peter Schreyer is in charge; a man who spent years plying his trade for style-forward juggernaut Audi. Handsome form underscores everything about your first impressions of the Forte.

There’s still a few gimmicks – a string of LED running lamps in the headlight clusters look like someone glomming on to a trend, because that’s exactly why they’re there. There are, of course, benefits to LED lighting elements: they’re efficient, lightweight and long-lived, but really, they exist here because it’s the latest bit of bedazzling that the automotive industry is pushing.

During my week with the Forte, nobody stopped me to ask about it, but I always enjoyed walking up on it. It’s a great-looking car, especially in EX trim, like the one I had. Of course, the fancy wheels, fog lamps and big engine in the Forte EX will cost you. The 2014  Kia Forte LX starts at $15,900 with a 1.8 liter four cylinder and six-speed you-shift-it transmission. The six-speed automatic bumps the price to $17,400, and if you want more stuff in your LX, you’re looking at the LX (Popular) for $18,300, which also adds a bunch more exterior paint colors.

The EX means a 2.0 liter four cylinder that’s a solid middleweight performer, six-speed auto, and all kinds of other goodies like automatic headlights, adjustable steering assist that Kia calls FlexSteer, the maddening Active Eco system that you immedately make inactive, rear-view camera, and up-rated materials on the door panels, steering wheel and shift knob, the latter two being done in the skin of some cow that probably became a burger for the fast food joints that Forte drivers might manage.

The Forte left a very good impression in terms of interior materials and fit and finish. Kia is smart. They didn’t send me the LX with the less nicey-nice door panels and un-equipped option list. Instead, what I drove was a car that rung up $25K and was equipped like you’d expect a Lexus ES. No lie. This thing even had seats done in leather with memory and power adjustment and a ventilated driver’s seat. Again: ventilated driver’s seat in a Kia.

This is what Kia is good at. There’s climate control, HID headlamps, more LEDs for the taillamps, a power sunroof, voice-recognition navigation, pushbutton start, and auto-dimming mirrors all available optionally, and included on the test car by dint of it carrying the Premium and EX Technology Packages.

Kia got the memo loud and clear that people buying these smaller cars (that have really grown to be as big as midsize cars once were) don’t expect or desire to settle  for less. But so far, all that means is that your father the Actuary will find the Kia an eyebrow-raising candidate. It won’t mean bupkus to anyone with an inner ear accustomed to simultaneous elevation and directional changes at high rates of speed. That’s where the Kia Forte has fallen down in the past, with a brittle ride and numb feedback making for a sloppy, underachieving driving experience.

For 2014, it’s a lot better. That’s not to say it’s all fixed, the steering is still a little weird, even if you can switch the electric assist between “Electra 225″ and “busted hose.” The rear suspension is a torsion beam with coil springs, a setup that’s next on the list for the autowriter cool-kids to talk shit about, behind the Mustang’s “ox-cart live axle” ( I swear, if I read that one more time, I’m getting an ox, just so I can gore whatever twit with a keyboard taps it out). You know what, though? Struts ‘N A Beam was delightful enough on a Mk1 GTI, and it doesn’t get in the way here, either. The new Forte isn’t as good a handler as the Ford Focus, for instance, but it’s clear that Kia has been doing its ride and handling homework. The Forte played along just fine when asked to clip an apex or unkink a back road. The structure feels pretty solid, but still not as tight as some others, Focus example included.

Bumps are absorbed by the suspension, instead of your tailbone; evidence that someone at Kia has been hitting the books when it comes to balancing jounce and rebound stiffness. The 2.0 liter engine has a power level that was only possible with forced induction not too long ago. Now, thanks to direct injection, it’s possible to run the compression ratio up to 11.5:1, which yieds 173 hp and 154 lb-ft of torque. It makes for an eager little mill, and the 2.0 is a noticeable upgrade over the still-respectable 148 hp and 131 lb-ft of the 1.8 liter engine (145 hp/130 lb-ft in SULEV configuration). Another annoying thing that’s plagued Kias in the past has been super-jumpy fly-by-wire throttles, like they were programmed to give a strong initial response to make the car feel extra-peppy. Now there’s finally some refinement and subtlety to the Forte’s response to the accelerator pedal.

Kia has growed the Forte all up for 2014. The interior is as nicely styled as the exterior, and in EX trim, the materials that surround you are nice enough to be considered among the top half of the class. The ergonomics are very good, better than the button-tastic Ford Focus, weird-ass Civic, or even the Chevrolet Cruze, which is better than the other two, but not as good as the Forte.

If your idea of a “good” car is value by the pound, you might not think there’s much to recommend at roughly $25,500 for the 2014 Kia Forte EX with all the packages. That would be wrong. It’s a fully-loaded box of new car smell at that price level. There’s a decent trunk, respectable fuel economy (32 mpg observed), build quality that (probably) won’t run out before the considerable warranty does, and a driving experience that’s good enough to have some of the perennial darlings looking over their shoulders, if not fretting just yet.

The Forte is a lot better than it was, to the point where it’s a legitimate player among its peers, rather than just an on-paper par-baked bargain.

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Review: 2014 Kia Forte (Video) http://www.thetruthaboutcars.com/2013/07/review-2014-kia-forte-video/ http://www.thetruthaboutcars.com/2013/07/review-2014-kia-forte-video/#comments Fri, 26 Jul 2013 22:16:16 +0000 http://www.thetruthaboutcars.com/?p=496635 When Kia started selling the ’94 Sephia in America, nobody was worried. Not the American car companies still adjusting to the market share lost to the Japanese competition, and not the Japanese who used cheap and reliable cars to take the market share in the first place. The laissez-faire attitude to the Korean upstart was […]

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2014 Kia Forte EX Exterior, Picture Courtesy of Alex L. Dykes

When Kia started selling the ’94 Sephia in America, nobody was worried. Not the American car companies still adjusting to the market share lost to the Japanese competition, and not the Japanese who used cheap and reliable cars to take the market share in the first place. The laissez-faire attitude to the Korean upstart was understandable, the Sephia was a truly horrible car. In 1997 Kia filed for bankruptcy protection and the big boys patted themselves on their back for not worrying about the Asian upstart. When another unremarkable Korean company purchased 51% of Kia, nobody cared. They should have.

Through a convoluted set of financial arrangements, Hyundai and Kia are 32.8%  joined at the hip and the result is greater than the sum of its parts. The reason seems to be “internal” competition with rumors of Kia/Hyundai in-fighting constantly swirling. Apparently each believes that they should be king of the hill. This means we can’t talk about the 2014 Forte without talking about the Hyundai Elantra. This is not a case of Chevy/Buick/Oldsmobile badge engineering. Kia and Hyundai have access to the same platform, engine and other parts bins but they operate on their own development cycles. What that means to you is: these brothers from a different mother exist in different generations. The 2006-2010 Elantra was the cousin to the 2009-2013 Forte meaning the Kia was a “generation behind”. That’s changed for 2014 with the Forte being the new kid on the block and while the related Elantra won’t land until the 2015 model year at the soonest.

Click here to view the embedded video.

Exterior

The old Forte was very “grown up” with lines that were clean, straight and unemotional. For the Forte’s first redesign, Kia  injected styling from Kia’s successful mid-sized Optima. Up front we see a larger and better integrated corporate grille. The shape is supposed to be modeled after the nose on a tiger, but I fail to see the resemblance. The larger and more aggressive maw is flanked by stylish headlamps with available LED day-time running lamps and bi-xenon main beams. Yes, this is a Forte we’re talking about.

From the side profile, it’s obvious this Forte is bigger than last year’s compact Kia. The wheelbase has been stretched by 2 inches, the belt-line has been raised and raked, and attractive new wheels have been fitted. Despite the growth, weight is down 280lbs vs the 2013 model and chassis stiffness has increased. Moving around the back you’ll find something unusual: a rump that doesn’t offend. It seems rear ends are difficult to design these days with cars like the Jaguar XJ and Ford Fusion having incredible noses and disappointing butts. Our EX tester came with the optional LED tail lamps further bumping the Kia’s booty.  Taken as a whole, I rank the new Forte and the new Mazda 3 the most attractive in the segment.

2014 Kia Forte EX Exterior, Picture Courtesy of Alex L. Dykes

Interior

While I spent most of my time in the Forte EX (that’s the model two of our readers requested), I snagged a base Forte from a local dealer for comparison. The reason I sampled both the EX and LX is because the top-line trim (and the base with the “popular package” swap hard plastic door panels for soft injection molded bits. I’m also not a fan of black-on-black interiors (as this was equipped) so I needed to check out the lighter options. Most LX models on the lot were equipped with medium grey fabric and two-tone dash and door plastics (black upper, fabric matching lower). Most EX models on the other hand were dressed in black like out tester. I found the darkness not only slightly oppressive, but also cheaper looking than the grey leather alternative. Either way you roll, you’ll find more soft touch plastics than the Honda Civic and more hard polymers than a Ford Focus. Is that a problem?

In the US, compact cars are all about value. Value means compromise and cutting the corners you can get away with. The trick to creating a winner is knowing which corners to cut and where to bling. (The rapid refresh of the 9th generation Civic shows that even the big boys can clip the wrong corners.) For 2014, Kia uses plenty of hard plastic but it is now located away from frequent touch points like airbag covers, front door panels, etc. The faux-carbon-fiber surround on the radio is a bit cheesy and the style is a bit boring, but our fully-loaded $25,400 model had a gadget list that could easily have been an option list on a BMW. Out tester had heated front and rear seats, heated steering wheel, HID headlamps, a cooled driver’s seat, 2 position seat memory, power folding side mirrors with puddle lamps, sunroof, keyless entry and keyless go, lighted exterior door handles and dual zone climate control. The extensive gadget list forgives the visible body-painted window frames in my book.

Front seat comfort is greatly improved over the outgoing model with thicker foam in the seat bottoms and backs, and a wider range of adjustibility. Kia claims best in segment front legroom and I’m inclined to believe them as passengers with long legs had no troubles finding a comfortable position. The rear seats benefit the most from the platform stretch with 36 inches of legroom and a seating position that didn’t offend my back after an hour. If rear seat room is what you’re after, that new Sentra still trumps with an insanely large back seat and seat cushions positioned higher off the floor than most.

2014 Kia Forte EX Interior, Picture Courtesy of Alex L. Dykes

Infotainment

It’s obvious the Forte is a half generation ahead of the Elantra when you look at infotainment. LX models make do with four or six speakers and an attractive (but basic) AM/FM/XM/CD head unit with USB/iDevice integration and a Bluetooth speakerphone. The base system is competitive with base and mid-range systems from the competition, although Kia doesn’t include smartphone app integration, Pandora or other streaming radio options. Jumping up to the EX model ($19,400) gets you the latest “UVO 2 with eServices” system. The Microsoft powered 8-inch touchscreen system is bright and easily readable, and has improved USB/iDevice integration allowing you to select songs and playlists with voice commands ala Ford’s SYNC. Also included is an array of OnStar-like services including vehicle diagnostics, car locator and automatic 911 dialing when your airbags deploy. Unlike OnStar or Chrysler’s latest uConnectm, your phone must be paired and present for these services to work.

Adding navigation to the 8-inch system is only possible by selecting the $2,300 “Technology package” which also nets HD Radio, a 4.2″ LCD in the instrument cluster, HID headlamps, dual zone climate control, rear HVAC vents and LED tail lamps. The package is a good deal but $2,300 is a big pill to swallow. Making matters more expensive, you can’t check that option box without checking the $2,600 “Premium Package” as well. The premium pack adds a power sunroof, 10-way memory driver’s seat, leather, ventilated driver’s seat, heated steering wheel, heated rear seats, auto dimming mirrors, keyless go, car alarm, and puddle lamps.

2014 Kia Forte EX UVO2 Connections, Picture Courtesy of Alex L. Dykes

Drivetrain

While most subcompacts make do with one engine, the Forte has two. LX models get a 1.8L four cylinder engine with variable valve timing cranking out 148 HP and 131 lb-ft. Not very exciting. Jumping to the EX swaps in a 2.0L mill with direct-injection. The larger engine bumps power to 173 ponies and 154 lb-ft. While this isn’t hot hatch territory, it is more oomph than you find in the Civic, Focus, Mazda 3, or Elantra.

Cog counts are higher than some of the competitors (I’m looking at you Civic) with the 1.8L starting off with a standard 6-speed manual and optional 6-speed automatic. That same 6-speed slushbox is the only transmission for the 2.0L EX. (Pay no attention to the EPA’s 2.0L/MT scores, we’re told that combo remains on the cutting room floor.) Raining on the Forte’s parade is mediocre fuel economy. The LX scored 25/37/29 MPG (City/Highway/Combined) with the manual, 25/36/29 with the automatic and the EX slots in at 24/36/28. Over 657 miles we averaged 32MPG which is slightly lower than the 2013 Honda Accord 4-cylinder.

2014 Kia Forte EX Exterior, 17-inch Wheels, Picture Courtesy of Alex L. Dykes

Drive

The last gen Forte was a great deal but it wasn’t exactly king of the track. As a result my dynamic expectations were fairly low as I got behind the wheel. I was pleasantly surprised. The new Forte’s chassis is noticeably more rigid on the road, a distinct improvement over the Elantra which can feel like a damp noodle on uneven pavement. Kia’s engineers have also worked most of the kinks out of the Forte’s suspension giving the 2014 model a well tuned ride that’s on the stiffer/sportier side of the spectrum. Electric power steering is here to stay, but at least the Forte allows you to adjust the level of assist via s button on the steering wheel. In the firmest steering mode, there *might be* the faintest whisper of steering feedback. Maybe. Either way, the Forte is a surprisingly agile companion on winding roads. The Forte’s new-found abilities made me wonder for the first time what a turbo Forte would be like.

I’m not saying the Forte is as engaging or exciting as a VW GLI, but this chassis finally shows some potential. The 2014 model is certainly the dynamic equal of the Focus and Cruze. I would be one of the first customers in line if Kia went out on a limb and jammed the 274HP 2.0L turbo from the optima under the hood. Such a move wouldn’t just blow the Civic Si and Jetta GLI out of the water, it would give the Focus ST a run for its money.

2014 Kia Forte EX Exterior, Picture Courtesy of Alex L. Dykes

The feel of the Forte EX is down to the suspension, but the road holding is thanks to optional 215/45R17 rubber. Base Forte models get fairly high-profile 195/65R15s while mid-range models get 205/55R16 tires. The flip side of this tire choice is that mediocre fuel economy. 32 MPG is 1.5MPG below the Civic and 4.5 MPG less than the Nissan Sentra. Despite the wide tires the Forte ranks among the quietest in the class easily tying with the Focus and Cruze.

I prefer to think of myself as “financially frugal”  but at home that’s spelled c h e a p. It’s not that I want the cheapest car or the most economical car, I want the best deal. I can’t help it, the word “bargain” ignites a fire in my loins. The new 2014 Forte is that kind of bargain. Sure, it’s not as roomy as the Sentra, not as quiet as a Cruze, not as dynamic as a Focus and lacks the Civic’s reputation, but this new Forte is well priced, packed with features you won’t find on the competition, and I was unable to find a single thing to dislike. Kia’s compact car transformation from the Sephia, a car I wouldn’t make my worst enemy live with, to a car that I would recommend to friends (and have) has taken only 20 years. To copy a line, that makes Kia the fastest social climber since Cinderella. Since I care more about the driving experience and gadget list than fuel economy, this shoe fits.

 

Kia provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 3.24

0-60: 8.24

1/4 Mile: 16.47 @ 85.2

Average Observed Fuel Economy: 32.0 MPG over 657 miles

 

2014 Kia Forte EX Engine 2014 Kia Forte EX Engine-001 2014 Kia Forte EX Engine-002 2014 Kia Forte EX Exterior 2014 Kia Forte EX Exterior-001 2014 Kia Forte EX Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Exterior-003 2014 Kia Forte EX Exterior-004 2014 Kia Forte EX Exterior-005 2014 Kia Forte EX Exterior, 17-inch Wheels, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Exterior-007 2014 Kia Forte EX Exterior-008 2014 Kia Forte EX Exterior, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Exterior-010 2014 Kia Forte EX Interior, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Interior, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Exterior-013 2014 Kia Forte EX Exterior-014 2014 Kia Forte EX Exterior-015 2014 Kia Forte EX Exterior-016 2014 Kia Forte EX Exterior-017 2014 Kia Forte EX Exterior-018 2014 Kia Forte EX Exterior-019 2014 Kia Forte EX Exterior-020 2014 Kia Forte EX Exterior-021 2014 Kia Forte EX Exterior-022 2014 Kia Forte EX Exterior-023 2014 Kia Forte EX UVO2 Connections, Picture Courtesy of Alex L. Dykes 2014 Kia Forte EX Exterior-025 2014 Kia Forte EX Exterior-027 2014 Kia Forte EX Gauges 2014 Kia Forte EX Trunk 2014 Kia Forte EX Trunk-001

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You Can Buy The Millionth U.S. Built Kia http://www.thetruthaboutcars.com/2013/07/you-can-buy-the-millionth-u-s-built-kia/ http://www.thetruthaboutcars.com/2013/07/you-can-buy-the-millionth-u-s-built-kia/#comments Mon, 15 Jul 2013 12:00:50 +0000 http://www.thetruthaboutcars.com/?p=495170 Ever since Isaac Singer figured that he could make more money making sewing machines for the European market in a factory near Glasgow rather than export them from his Elizabeth, New Jersey plant, manufacturing companies have built products where they’ve sold them. Last Thursday a pearl white 2014 Sorento SXL trundled off an assembly line […]

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Ever since Isaac Singer figured that he could make more money making sewing machines for the European market in a factory near Glasgow rather than export them from his Elizabeth, New Jersey plant, manufacturing companies have built products where they’ve sold them.

Last Thursday a pearl white 2014 Sorento SXL trundled off an assembly line in West Point, Georgia. It was the millionth Kia that the Korean company has assembled in the United States, all accomplished in less than four years. Kia Motors Manufacturing Georgia (KMMG) started building Sorento crossovers in late 2009, and added production of the mid-size Optima sedan after a $100 million expansion of the billion dollar West Point facility in 2012.  Surprisingly, the landmark Sorento will not be headed to a Kia museum somewhere. It will be allocated to one of Kia’s 765 or so U.S. dealers for regular retail sale, so if you’re a Kia enthusiast who wants a piece of Kia history, you’ll have a chance to buy it. I’m not sure how you would locate the lucky dealer, though. Total capacity of the KMMG factory is now 360,000 vehicles, so as long as the company’s North American sales continue to be strong, they should produce the next million U.S. built Kia even faster than the first.

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Review: 2014 Kia Sorento EX (Video) http://www.thetruthaboutcars.com/2013/05/review-2014-kia-sorento-ex-video/ http://www.thetruthaboutcars.com/2013/05/review-2014-kia-sorento-ex-video/#comments Sun, 19 May 2013 15:20:52 +0000 http://www.thetruthaboutcars.com/?p=488293 To say the Sorento’s transformation from rugged body-on-frame SUV to car-based softroader has been a sales success is putting it mildly. In the first 27 months of production Kia shifted more Sorentos than they did the 8 years prior. Sales numbers like that catapulted the Korean krossover (couldn’t help it) from CX-9/Xtera/Murano competition to 7th […]

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2014 Kia Sorento EX, Exterior, Front, Picture Courtesy of Alex L. Dykes

To say the Sorento’s transformation from rugged body-on-frame SUV to car-based softroader has been a sales success is putting it mildly. In the first 27 months of production Kia shifted more Sorentos than they did the 8 years prior. Sales numbers like that catapulted the Korean krossover (couldn’t help it) from CX-9/Xtera/Murano competition to 7th place in the midsized battlefield. Three model years later, Kia is spicing things up with a refresh. I know what you’re thinking: why bother looking at a refresh? Because 2014 brings enough changes to call the 2014 Sorento a redesign.

Click here to view the embedded video.

After three years, most car companies slap on a new nose, tweak some paint and trim options and call it good for another three years. At first glance it seems that Kia has done the usual, but the similarity is skin deep. The front and rear get tweaks of course, but its the chassis that’s been substantially changed with new floor stamping to improve interior room, new suspension subframes, different welding techniques, suspension geometry changes, additional chassis bracing in addition to a refreshed interior and exterior. In all, only 20% of the parts from last year remain. If you doubt the magnitude of the change, check out the curb weight which is down 250lbs vs the 2013 model, that’s no small feat.

As before, the Sorento offers your choice of 5 or 7 passenger seating, yet the Sorento still isn’t a large SUV at 184-inches long. That’s 15 inches shorter than a Durango, 7 inches shorter than a Pilot and even 6 inches shorter than the other 5/7 passenger “tweener” crossover, the Dodge Journey. The RAV4, CR-V and Sportage are a half step smaller putting the Kia and its Hyundai sister-ship in their own small category. (Remember, the RAV4 ditched its 7-seat option this year.)

The Sorento has never been a flashy vehicle, that’s not Kia’s style. Instead we get slab sides reminiscent of the American competition and a front end that could easily have been turned into a new Saab 9-7x. Up front we get Kia’s new bow-tie/semi-kidney grille and our EX model came standard with the rather vertical foglights. Out back 2014 brings new tail lamps and new sheetmetal to the tailgate giving the Sorento’s rear as much style as any other mid-size crossover. Checking out that side profile you’ll notice the Sorento still sports a rather vertical hatch thanks to the 7-seat option. That means if you opt for the 5-seats you still get a cargo area that’s nice and square, making it more useful (but perhaps less sexy) than the sloping profiles of the 5-seat-only crossovers.

2014 Kia Sorento EX, Interior, Dashboard, Picture Courtesy of Alex L. Dykes

Interior

On the surface the Sorento looks like any aspiring near-luxury crossover. Until you put your hands on the dashboard. While everyone else is doubling-down on squishy injection molding and stitched pleather, the Sorento’s trendy shapes are cast from hard plastic. Before we start drawing any Chrysler parallels, you should know that Kia’s plastics look attractive, they just don’t feel premium. Is that a problem? Not when the Sorento starts at $24,100, but it is something to keep in mind if you’re contemplating a fully-loaded 7-passenger Sportage Limited at $41,850. On the flip side, the Sportage offers a high level of equipment for the dollar and a 5 year/ 60,000 mile warranty with 10 year / 100,000 mile powertrain coverage. How much are soft surfaces worth to you?

Thanks to tweaked seat designs, the Sorento’s thrones no longer feel as if they are cast from concrete, but they still aren’t as cushy as GM’s seats. For $32,650, our EX heated and cooled my backside compensation. As with every other vehicle, seats get less comfortable as you move to the back. The middle seats recline and fold in a 40/20/40 fashion allowing you to carry long cargo and four passengers at the same time. Available heated seats and integrated sunshades round out the Sorento’s compensation for the plastics choices. While the middle seats are fine for long road trips, the $1,200 third row should be reserved for emergencies, enemies and mother-in-laws.

2014 Kia Sorento EX, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes

When you’re a half step between the competition dimensionally but offer the same number of seats as the big boys, something has to give, and that’s the cargo area. With 36.9 cubic feet behind the second row, the Sorento lags even the smaller RAV-4 and CR-V (38.4 and 37.2). If you don’t get that third row, you get an additional 9+ cubes under the load floor, just under what’s required to hide a journalist. (Don’t know what that’s about? Click on that video.) If you put a pair of passengers in the third row, you’re going to need a roof-top cargo box or a trailer because the cargo area shrinks to 9 cubic feet, only 2 cubes more than a Beetle Convertible.

So is $600 a pop for two seats worth it? I’d do it, and here’s why. Despite being considerably smaller than the Highlander, Pilot, Durango and Explorer, Kia’s third row offers about the same amount of room with 31.7 inches of legroom and 35.7 inches of headroom. I wouldn’t recommend anyone’s third row for daily use, but it is handy in a pinch.

2014 Kia Sorento EX, Center Console, Interior, UVO, Picture Courtesy of Alex L. Dykes

Infotainment

Base Sorentos come well equipped with standard Bluetooth streaming/telephone integration, SiriusXM Satellite radio, a CD player, USB/iDevice integration and six-speakers. I’m so used to saying “you won’t find one of these base models on the lot” that I did a double take when the Kia vehicle locator found 24 such examples (out of 174) within 50 miles of my location. The base system surprised with excellent sound for the price and if you don’t need navigation, there is little to complain about.

Most Sorentos on the lot will have Kia’s refreshed 8-inch touchscreen system (navigation is a further option, but standard on SX and Limited) and a large number of them will have the up-level 10-speaker audio system by Infiniti (Standard on SX and Limited, optional on all modes). For 2014 Kia has renamed and re-worked the software. “UVO eServices” must have sounded better than UVO two-point-oh. The software tweaks bring better graphics, faster response times and improved voice commands including USB/iDevice voice control. In addition to improving the system, Kia has integrated a number of smartphone apps with Google’s help. You can now download destinations to the car after looking them up on your iPhone (there is only an iOS app at the moment), find your lost car in a parking lot, use your phone’s data connection to run vehicle diagnostics/heath checks and the car will call 911 for you if the airbags deploy. None of this is revolutionary, putting UVO right in the middle of the pack. What is new is the price for the service: there isn’t one. Unlike Toyota’s Entune, Kia claims there is no fee for the service even after a few years. If you want to know more about the infotainment options, just click on that video at the top of the review.

While not strictly an infotainment device, EX models and above (optional on the base LX) get Kia’s oddly named “Supervision” instrument cluster. The 7-inch LCD disco dash looked good even in strong sunlight, but it will never be as readable as a regular old analogue gauge. Rather than going completely modern, Kia stuck to a red analogue needle against white numbers for the speedometer while the center of the LCD is used for vehicle settings, navigation directions, infotainment details and a trip computer. Unlike Chrysler and Cadillac’s latest LCD systems, this display isn’t very customizable as there are no alternative layouts or themes that can be applied.

2014 Kia Sorento EX, Engine, 3.3L Direct-Injection V6, Picture Courtesy of Alex L. Dykes

Drivetrain

Rounding out the refresh is a revised engine lineup. The 175HP 2.4L base engine is gone with the formerly optional 191HP, 181lb-ft 2.4L direct-injection four taking its place. The 16HP and 12lb-ft bump are minor, but a better torque curve made possible by the DI sauce combined with a 250lb weight loss make the difference noticeable. On the downside, fuel economy suffers from the upgrade dropping the AWD model from 21/27/23 (City/Highway/Combined) to 19/24/21. Some of the drop is likely due to changes in the way the transmission shifts, but also perhaps to Kia re-stating their MPG numbers to be more realistic.

Optional on the Sorento LX and standard on EX, SX and Limited is Hyundai/Kia’s newest 3.3L direct-injection V6 making its way across the lineup. Cranking out 290 ponies and 252 twists vs 273/247 for the old 3.5 mill, the difference behind the wheel is largely in the way power is delivered. Our tester scooted from 0-60 in 7.23 seconds, about 2/10ths faster than last year’s 3.5L model. If you go by the EPA scores, the new engine is simply an even trade with the same 18/24/20 MPG score as before. However, unlike the 2013 model, our Sorento averaged a better than expected 22.1MPG in mixed driving as compared to 19.5 in the old model on the same route. Adding the V6 increases towing capacity from 1,500lbs to 3,500lbs with or without AWD.

2014 Kia Sorento EX, Interior, LCD Gauge Instrument Cluster, Picture Courtesy of Alex L. Dykes

Sending power to the ground is the ubiquitous Hyundai/Kia 6-speed automatic transaxle. For $1,800 you can add an AWD system with a driver-lockable center coupling. This isn’t quite the same as a locking differential in a traditional truck-based SUV, but it is more than you find in most softroaders. For 2014 Kia has also tossed in a torque vectoring system that uses the ABS system to brake wheels independently to shuttle power around for better grip. Why bother? Because everyone else is doing it and it doesn’t take much effort to re-program your braking system. Does it help? I didn’t notice a difference.

Despite the changes to the suspension and chassis, you won’t notice much of a difference out on the road either. The Sorento is light of steering and soft of spring. Thank the steering feel, or lack there of on a new electric power steering system. (Yes, the Sorento offers variable assist electric steering, but neither of the three modes brings extra feel with it.) Perhaps in keeping with its light-truck origins, the Sorento wears some high profile rubber, LX models start out with 235/65R17s , our EX model took things down to a still tall 235/60R18 and Limited models get 235/55R19 tires. Tall tires, light steering, soft springs and light weight roll bars allow the Sorento almost as much body roll in the curves as that GMT-360 SUV that came to mind earlier. Thankfully, the light curb weight which is only 140lbs more than the RAV4 (four-cylinder Sorento) means that despite the lean, grip is on par with the small guys and slightly ahead of the considerably heavier Edge, Explorer, Pilot, Highlander or Traverse.

2014 Kia Sorento EX, Exterior, Rear, Picture Courtesy of Alex L. Dykes

The Sorento is a textbook modern Kia. The exterior styling is unlikely to set your heart on fire, but it won’t offend anyone either. The interior apes the style and features of the next price class above, but casts it in durable, hard plastic. That makes the Sorento sound like a very average vehicle, but the key to Kia’s success is value. When you adjust for the standard features on the base LX model, the Sorento is a $1,500 better value than the Dodge Journey, often cited as the cheapest and most un-loved of the 7-seat set. Compare the Sorento to a comparable Ford Edge or Toyota Highlander and the Kia is $4,000-5,000 less. See why the hard dash plastics that other reviewers complain about don’t bother me? Because value speaks to me, and judging by the sales it speaks to a large number of shoppers. Toss in that long warranty and the only thing that surprises me is that the Sorento is only “7th” in the mid-size SUV class.

Hit it or Quit It?

Hit it

  • Finally a base model that isn’t a penalty box.
  • Possibly the best MPGs for a non-hybrid, V6, 7-seat crossover.

Quit it

  • The LCD speedo is interesting, but I expected it to “do” more than just show me an analogue needle.
  • The Sorento’s ride still needs a redesign.

 

Kia provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested:

0-30: 3.0

0-60: 7.23

1/4: 15.68 @ 89.6

22.1 over 786

2014 Kia Sorento EX-003 2014 Kia Sorento EX, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-002 2014 Kia Sorento EX-001 2014 Kia Sorento EX-040 2014 Kia Sorento EX-043 2014 Kia Sorento EX, Interior, LCD Gauge Instrument Cluster, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-041 2014 Kia Sorento EX-042 2014 Kia Sorento EX 2014 Kia Sorento EX-039 2014 Kia Sorento EX-038 2014 Kia Sorento EX-036 2014 Kia Sorento EX-037 2014 Kia Sorento EX, Engine, 3.3L Direct-Injection V6, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-034 2014 Kia Sorento EX-033 2014 Kia Sorento EX-032 2014 Kia Sorento EX-031 2014 Kia Sorento EX-030 2014 Kia Sorento EX-029 2014 Kia Sorento EX-028 2014 Kia Sorento EX-027 2014 Kia Sorento EX-026 2014 Kia Sorento EX-025 2014 Kia Sorento EX-024 2014 Kia Sorento EX-019 2014 Kia Sorento EX-023 2014 Kia Sorento EX, Center Console, Interior, UVO, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-022 2014 Kia Sorento EX, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-021 2014 Kia Sorento EX-016 2014 Kia Sorento EX-015 2014 Kia Sorento EX-020 2014 Kia Sorento EX-014 2014 Kia Sorento EX-009 2014 Kia Sorento EX, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-008 2014 Kia Sorento EX-012 2014 Kia Sorento EX, Exterior, Front, Picture Courtesy of Alex L. Dykes 2014 Kia Sorento EX-011 2014 Kia Sorento EX-005 2014 Kia Sorento EX-006 2014 Kia Sorento EX, Exterior, Rear, Picture Courtesy of Alex L. Dykes

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