2015 Kia Sedona Review |
| Posted: 08 Oct 2014 05:00 PM PDT  Share this Article Oct. 09, 2014 Photos by Aaron Gold and Kia Several automakers have attempted to sex up their minivans in the past, but the results have never been particularly spectacular (or sexy).
In an effort to broaden the appeal of the Sedona, Kia is taking a unique approach by imbuing it with the class and grace of their higher-end cars and SUVs. Note the big alloy wheels and the chrome-ringed grille, which looks a lot like the one on the K900. The Sedona's slightly-squared-off nose attempts (with limited success) to break the one-box shape, while the bottom edge of the front and rear bumpers bear a passing resemblance to the skid plates used on off-road SUVs. And why shouldn't they? The average minivan owner is just as likely to go off-road as the average SUV owner. They're even attempting to ditch the minivan label -- Kia refers to the Sedona as a multi-purpose vehicle, or MPV, which is the term the world outside of North America uses for minvans. Don't get us wrong: no one with functional ocular nerves would mistake the Sedona for anything other than a minivan, but at least it's a handsome minivan. Er, sorry, a handsome MPV. Leaving the Shift Lever Behind
Inside, Kia has taken things a bit further. Check out the dashboard: most minivans have all of their controls, including the transmission shifter, up on the dash, leaving room for a "pass-through" between the front seats (though most vans clutter this space with a big storage box). The Sedona uses a traditional center console with a center-mounted shifter, same as you'll find in a car or an SUV. This eliminates pass-through possibilities, but the minivan owners surveyed by Kia said they rarely use this function anyway.
The ride is taut yet smooth and very quiet, and the steering response is far better than any other front-drive Kia save the Cadenza. The Sedona drives like a well-sorted SUV, something we'd regard as an insult ten years ago, but today can be considered a compliment. Still, in the interest of fair journalism and not being suckered by a minivan MPV with sharp turn-in, we ought to reserve judgment until we drive the EX model, which is expected to be the volume seller. Efficiency, Power
All Sedonas look the same under the hood, where the curious interloper will find a 3.3-liter V6 with direct fuel injection attached to a home-grown six-speed automatic transmission. Power output is 276 hp and 248 lb-ft, enough to let the Sedona merge with confidence. The engine runs smoothly and quietly with an authoritative roar under hard acceleration.
Of course, if you ask a loyal minivan buyer – and there are a lot of 'em – they'll tell you that minivans are all about functionality. So how does the Sedona stack up? Seat Improvements
Pretty well, as it happens. Kia offers the Sedona in seven- and eight-seat configurations, with either twin buckets or a three-place bench in the second row. Despite the presence of the big console between the front seats, back seaters still get the all-in-one-room feel that makes minivans such wonderful family cars. Third row access (or extra storage space) is facilitated by what Kia calls the "Slide-N-Stow" function, in which the second-row seat cushion pops up to a near-vertical position and the whole seat slides forward, flat against the front seatback. The exception to this rule is the SX Limited, which features airplane-style reclining seats, complete with a fold-out leg-rest -- a very nice way to while away long boring drives.
Like most minivans, this MPV has a deep luggage well behind the third-row seat, with plenty of space for groceries or suitcases. The third-row seat can be folded down into this well, leaving a flat cargo floor. Kia doesn't offer an electric-folding rear seat as do some high-end vans, but well-placed levers and straps make it easy to fold and deploy the seat. With the second-row Slide-N-Stow seats in their full-forward position, maximum cargo space is 142 cubic feet, which trails all competing minivans save the Nissan Quest. And if you opt for the SX Limited, those first-class seats can't be removed at all.
Typically Generous EquipmentThe LX model adds minivan must-haves like tinted rear windows, a rear view camera, and a roof rack, with a power driver's seat thrown in for good measure, and it's still a good deal at $28,995. But Kia reckons most buyers will go for the $32,995 Sedona EX, which adds leather-trimmed seats, power sliding doors, and a power tailgate; the latter automatically opens when you stand behind the van with the key fob in your pocket, very handy for when your arms are full of groceries or toddlers. If you're looking to part with as much of your cash as possible, a top-of-the-line Sedona SX with all of the options (including navigation and rear-seat DVD player) lists for $44,940, which is less than the full-boat versions of the Honda Odyssey and Toyota Sienna.
The VerdictWe admire Kia's credible attempt to make the humble minivan into a more stylish and appealing package; no question, the 2015 Kia Sedona is a far more interesting prospect than most vans. But it does make a few concessions that affect functionality, and isn't functionality what makes minivans so useful? We like the Sedona a lot, but it's hard to argue against proven players like the Toyota Sienna and Honda Odyssey.
 | |||||||
| Posted: 07 Oct 2014 05:00 PM PDT  Share this Article Many new vehicles are released with more fanfare than a political convention.
But instead of balloons, confetti and propaganda-laced speeches their arrival at dealers is heralded with teaser photos, lengthy press releases and agitprop-rich advertising. Anyone that uses the Internet, reads newspapers or watches TV will be aware of whatever car or truck is going on sale. The goal of all this is to grab the public's attention, to strike while the proverbial ferrous metal is glowing brightly, while your product has a competitive advantage over rival vehicles. But bucking standard operating procedure, Honda has released its 2015 CR-V compact crossover with practically no extravagant hoopla. In fact the vehicle just went on sale and we only drove it late last week. Fundamentally Fine
At the local media event they hosted, Honda officials trumpeted the 2015 CR-V as a major update to an already fresh product. They claimed the changes this vehicle received are much more significant than what most cars and trucks get during mid-cycle updates. Almost every area of the vehicle was touched from the usual suspects including the exterior and cabin to the body structure, chassis and even powertrain. These enhancements were meant to take an already competitive product and propel it to the top of its segment. Curb Appeal
The new CR-V may benefit from a comprehensive list of upgrades, but many customers will probably be hard pressed to notice them, from the outside at least. Sure, this crossover wears a new grille, updated headlamps with available LED daytime running lights and a revised rear fascia, but it still looks pretty much like the outgoing model. Squint a little and it's even harder to tell them apart. Adding a little wasabi to this otherwise straightforward sushi roll, Honda is offering several new wheel designs. Customers can opt for rims that span up to 18 inches.
Behind the second-row seats this spacious crossover offers more than 35 cubic feet of storage space. With the rear bench folded flat that number increases to nearly 71. These figures exceed what's offered by rivals including the Ford Escape, Mazda CX-5 and Nissan Rogue. Renovated Interior
Not to be out done, the CR-V's cabin has been totally revamped as well, from the cup holders to its front sliding armrest. Yes, about the only noteworthy upgrade inside is a completely redesigned center console. The storage cubbies have been rearranged and it gains some electrical ports for charging smartphones, tablets or other small electronics. Additionally the console has gained a pair of air vents, which should be a real boon to rear-seat passengers. A power driver's seat and heated front buckets are standard on EX models and above, as is keyless entry with push-button start. Benefiting taller folks that ride up front, the CR-V's sun visors now slide to help block more of the side glass and keep glare to a minimum.
Regrettably it's the same story with the CR-V's available navigation system. The interface is somewhat unintuitive but beyond that they've graced it with a series of physical buttons to the left of the screen.Normally this sounds like a good idea but the switches are tiny and therefore difficult to push while the vehicle is in motion. Exacerbating this problem, radio volume is controlled by a rocker switch as well!
Three different interior colors are available in the CR-V. Drivers can choose from a palate that includes black, gray and beige. The touring model I evaluated had a black interior and it was overwhelmingly gloomy, an issue that was exacerbated by dreary fall weather. The glove box should have come with some Prozac because the cabin was darker than an underground tunnel on the moon's far side. Foundational Changes
For the most part the 2015 CR-V is pretty similar to today's model, especially from a design standpoint. Fortunately engineers put a little more effort into this vehicle than their colleagues did. It's actually received a number of worthwhile mechanical updates. The vehicle's overall architecture has been enhanced. Its so-called ACE body structure – Honda shorthand for Advanced Compatibility Engineering – is designed to provide maximum protection in crashes. Accordingly it's more rigid than before. Engineers anticipate the vehicle will earn Top Safety Pick+ status from the Insurance Institute for highway Safety, their best rating. The 2015 CR-V can also boast of having a new front sub-frame and redesigned engine mounts, changes that help improve both its driving dynamics and refinement. The steering ratio has been quickened as well.
Like its competition, the capital H is pushing advanced driver-assistance technology. Their Honda Sensing suite of features includes things like collision-mitigation braking, lane-departure warning, adaptive cruise control and much more. One of the coolest features is called LaneWatch. Basically it puts a small wide-angle camera underneath the passenger-side exterior mirror. When the driver uses the right turn signal to change lanes or make a maneuver the camera displays a video feed on the car's navigation screen. This addition makes it super easy to see if anyone is in your blind spot. You can also turn it on manually via a button on the end of the signal stalk. Earth Dreams
But more importantly than all of these changes are what engineers put ahead of the vehicle's firewall. The new CR-V gains Honda's 2.4-liter Earth Dreams four-cylinder engine. Thanks to direct fuel injection and other advanced features it pumps out 185 hp and 181 lb-ft of torque, 11 percent more twist than its identically sized predecessor (to save you from doing unnecessary math it used to make 163 lb-ft). This smooth-running engine is matched to a continuously variable transmission; Honda's long-in-the-gear-tooth five-speed automatic has been retired. This new powertrain combination delivers impressive fuel economy. Front-wheel-drive models should return 27 MPG in urban motoring, 34 on the highway and 29 combined. All-wheel drive CR-Vs are ever-so-slightly less thrifty. They rate at 28 MPG combined. Interestingly between 60 and 65 percent of all CR-Vs are sold with this traction-enhancing addition. Dynamic Drive
All the improvements Honda has made both major and minor, enhance this vehicle's on-road performance. In normal driving the new CR-V never seems to get flustered and thanks to its sturdy structure it feels more rigid than Lincoln's cheekbones on Mount Rushmore. The ride is nicely damped with a firm overall feel though it's not harsh. Body control is impressive yet the suspenders can still absorb large impacts without disturbing occupants. Small imperfections and surface grain are also attenuated quite nicely. The 2015 CR-V steers well; there's nothing to complain about here. The tiller provides decent feedback and a sturdy feel with no unwanted vibration or kickback, even while traversing devastated pavement. Additionally braking performance has supposedly been improved by six percent, although the outgoing model was hardly weak in the stopping department. Acceleration is as you would expect from a modern four-banger; it's totally fine, though the CR-V is hardly fast. Luckily even when it's singing at redline the company's Earth Dreams engine is smooth, quiet and nicely isolated. Surprisingly, its CVT partner works well, too. Honda's version of this transmission is one of the best on the market today.
The VerdictAfter evaluating the 2015 CR-V for a few hours we came away quite impressed with this vehicle. It may not look all that exciting but it's more practical than flat-packed Ikea furniture. It offers a high-quality and very spacious interior, it drives well and should have enough advanced electronics to keep most technology enthusiasts sated. It's fuel efficient, quiet and even attractively priced. An entry-level LX model can be driven off a dealer's lot for just $24,150 including $830 in destination and delivery charges. A range-topping Touring-trim CR-V can be yours for as little as $32,350, again including delivery fees. There's absolutely no compelling reason NOT to buy a new CR-V, which is probably why Honda's sold some 2.3 million of them over the past 10 years. The 2015 model promises to continue this decade-long winning streak.
| |||||||
| Posted: 06 Oct 2014 05:00 PM PDT  Share this Article A street legal race car, it goes without saying that the Porsche GT3 can deliver the true motorsports experience when it comes to both outright performance and feel behind the wheel. But as it is street legal, what's it really like for daily use?
The premise for this article is one forced upon us by Porsche. We'd rather be flinging it around a circuit, especially as we've got a feeling it could top the Audi R8 V10 Plus and set the new fastest lap at the AutoGuide Test Track. Sadly, we may never know. SEE ALSO: 2014 Audi R8 V10 Plus Smased AutoGude Test Track Lap Record For Everyday Use?What we do know is that it is in fact very livable. Compared to a car like the Nissan GT-R the suspension feels as soft as an S-Class. The simple seats (with a power adjustable back but manual seat bottom) are comfortable and it's pretty easy to see out of – with the exception of the view out back as the massive rear spoiler blocks most of that.
Don't look for fancy options inside. Porsche's center console, which is normally littered with buttons is instead a collection of blank pieces of plastic with just a handful of things (maybe fewer) to press. There are, however, modern necessities like navigation and Bluetooth.
For day-to-day use the single biggest addition that makes the new GT3 so much more useable is the one feature that caused the biggest stir when it came out: the automatic transmission. A seven-speed dual-clutch unit it makes the car faster on a racetrack, but also vastly more livable. You can pull the paddles yourself or just leave it in automatic mode. There's no fiddling with a clutch pedal or rowing your own gears like you're some sort of 20th century Neanderthal. Even if you've got a Porsche-sized bank account, if you're putting regular miles on a GT3, fuel economy is still of some concern so it's nice to know the car is roughly 25 percent more fuel efficient. And for daily use, there's a frunk capable of holding a few bags of groceries plus the back seat area (there are no actual back seats) makes for added cargo room.
So, yes, you can in fact drive a GT3 to your local big box. But that's sort of like taking a stripper out on a date and going to church. Its Best Feature Is. . .Thankfully the GT3's best feature can still be experienced on the road, though you'll only get a taste of its capabilities if you're keeping it legal. Put your foot down just a little and the impressive responsiveness of the 3.8-liter flat-six is immediately obvious. It doesn't feel overly powerful at first, but wait until the tach reaches 6,000 RPM and it's just spectacular. The GT3 is a car that needs to have its legs stretched. And when you do it's fantastic! It sounds glorious and it feels even better.
Of course the entire rest of the car is dialed in, from the immediate and communicative steering to the stiff chassis and the outrageous braking potential; but the engine remains the GT3's best attribute. For a car of this performance level, the engine is small, but it makes up for it with amazing engineering, generating 475 hp at 8250 RPM and impressive 125 hp per liter. It will hit 60 MPH in just 3.3 seconds, which is amazing for a car that's not all-wheel drive. Sure it doesn't break the 200 MPH top speed number, but that's irrelevant, and not just because you'll never do it, but because Porsche made it this way on purpose, using shorter gears to maximize acceleration. Knowing that pretty soon every car will use turbochargers as a quick fix to create power while hitting fuel economy targets, the intoxicating feeling of this naturally aspirated engine will makes us want to steal this car right now and never give it back.
It's like if you just found out that soon vanilla ice cream was going to be the only flavor available. Were that to happen, you'd go and buy every tub of chocolate you could stockpile and every day you saw someone eating vanilla you'd go back home and crack open a tub of chocolate and think to yourself, "yea, vanilla ice cream is good, but these guys just have no idea what they're missing." What Makes The 991 GT3 Special?It wouldn't be hard to geek out on the GT3's technology for 10,000 words, talking about everything from the electronic rear differential to the dynamic engine mounts, but we'll spare you that. There are, however, two features we have to mention. First is the active steering. Below 31 MPH the rear wheels turn in the opposite direction of the front ones, making the car rotate more quickly. So it's more nimble and even has a great turning radius.
Pick up the speed to over 51 mph and the rear wheels turn with the front ones, to deliver better stability. Back when we tested the 911 Turbo it was that car's rear axle steering that made it so grippy on the track. Applied to this rear-wheel drive package and the GT3 is no longer the tail happy machine it once was and delivers tons of driver confidence. The second feature of note is the dual-clutch gearbox and a few extra tricks Porsche has engineered into it. The new PDK unit, unlike past versions, can be put into Neutral by simply grabbing both paddles. This serves numerous functions.
First, it can steady a car that's understeering in a corner, as opposed to adding brake and making the situation worse. Second, it allows you to induce oversteer by immediately engaging the drive wheels and cause the car to rotate around suddenly. It also makes for serious donuts. On top of all that, the updated dual-clutch transmission actually shifts faster than the version in the other 911s, with shockingly fast and crisp gear changes regardless of how vigorously the car is being driven. The VerdictIt's really not as daily drivable as a 911 Turbo, but you already new that. It's its raw-ness that makes the GT3 special, and automatic transmission or not, this thing is incredibly raw. Better yet, it costs $50,000 less than a 911 Turbo S, it's got twice the cachet and when you hear and feel that flat-six pull to redline you know that the GT3 isn't just a Porsche, but THE Porsche.
|
| You are subscribed to email updates from AutoGuide.Com Car Reviews Feed To stop receiving these emails, you may unsubscribe now. | Email delivery powered by Google |
| Google Inc., 20 West Kinzie, Chicago IL USA 60610 | |
No comments:
Post a Comment