As we return to the history of Kia’s large sedans, we find ourselves in the midst of the 2010s. When the full-size and rear-drive K900 was introduced for the 2015 model year, Kia’s front-drive comfort option, the K7 (Cadenza to you), was in the midst of its first generation. A replacement for the unloved and ugly Opirus (Amanti to North Americans), the K7 ushered in sophisticated but bland Euro-centric styling from Peter Schreyer upon its launch in 2010.
Cadenza didn’t make its way to the North American market until 2014, and debuted with slightly sharper styling and a nicer interior via a mid-cycle refresh. Kia took its time in bringing the Cadenza to the North American market, as they wanted to be sure they got it just right.
In the end, the first Cadenza fell between the soft rock of the Lexus ES and the hard place of the Nissan Maxima. Additionally, it lacked the prestige to compete with other large front-drive upmarket offerings of the time. The new cadenza lasted only three model years in North America, as Kia was ready for an all-new generation K7/Cadenza in 2017.
It’s time once again for more Kia large sedan goodness. Like last time, we pick up in the early 2010s. Kia’s second full-size sedan developed under Hyundai’s controllership was the K7, or Cadenza in all markets outside South Korea. Pitched as a value-priced premium front-drive car, it competed against the likes of the Toyota Avalon and Nissan Maxima, but lacked any defined comfort or sporty characteristics. Cadenza also had a bland corporate design courtesy of the company’s new Euro-like styling mission, and former VW designer Peter Schreyer.
Shortly after the Cadenza went on sale, Kia turned its sights toward an even larger sedan: A new rear-drive one to occupy the luxury space, a class above the Cadenza. It was the largest car Kia offered in nearly two decades, the first rear-drive Kia since the (Mazda Sentia) Kia Enterprise of 2002, and the first rear-drive sedan Kia ever sold in the North American market. It’s time for K9.
We return to Kia’s large sedan history today, at a point shortly after the launch of the K7. Kia’s full-size front-drive for the 2010s, the K7 was called Cadenza in all export markets, and was a successor to the unfortunately styled Opirus (Amanti in North America). Kia hired Peter Schreyer from his longtime employment at Volkswagen Group in order to usher in a new stylistic era at Kia.
Though it went on sale for the 2010 model year, Kia wasn’t quite ready to send the Cadenza to the North American market. With the market’s general rejection of the Amanti in mind, Kia called on Schreyer to refresh the Cadenza and lux it up before its North American launch.
I’ll grant that I’m not a university-trained linguist, but I will forever cringe when I encounter egregious misapplications of the English language. Examples include the otherwise-excellent Alanis Morissette applying the term “ironic” to simple coincidence, and the ever-present misuse of “literally” by my kids when describing a figurative.
In the realm with which I’m more familiar, we can consider the heinous mislabeling of sundry sedans and crossovers as “coupes” due to their sloping rooflines. Another is the haphazard use of the “GT” badge, a violation that most automakers have made over the decades. GT, of course, originally implied Grand Touring – and has been since claimed by various racing series to denote race cars that have been based upon street cars.
I’m not certain which definition was in mind when the 2022 Kia Forte GT was in development.
We return to Kia’s midsize-or-larger sedan history today in the latter portion of the 2000s. In our last entry, we learned about the Optima, which arrived as Kia’s first midsize developed under Hyundai’s majority ownership. Sensibly the Optima was a light rework of Hyundai’s Sonata, and the two shared almost everything (including very poor crash safety ratings).
On the more executive full-size side of the lineup, Kia’s Opirus was the first large car developed under Hyundai ownership. It shared a platform with the Grandeur (XG350 to you). While the Opirus saw okay sales in most markets, it failed in North America where it was sold as the Amanti. Very few North Americans wanted a $39,600 (adjusted) Kia, no matter how many luxury styling touches it borrowed from other brands. And so the Amanti was canceled after 2009 locally (2012 elsewhere). By that time its replacement was already on sale. Meet K7.
We return to the story of Kia’s midsize and larger sedans today, around the point when Kia found itself under the watchful eye of Hyundai. The larger South Korean company purchased a controlling stake in its competition in 1998, which meant big changes to Kia’s product almost immediately after.
The union led to the first full-size luxury sedan Kia developed from the ground up, the Opirus (Amanti to you). It turned out the Amanti was the derivative and rather ugly sedan few in North America desired, though it fared a bit better elsewhere. But by the time the Amanti arrived, Kia was already selling a new midsize that North Americans did want. Let’s talk Optima.
As I and others on these virtual pages have noted time and again, electric vehicles are Not Quite Ready For Primetime in much of the country for most people. We don’t have a charging infrastructure ready to support the types of driving most do on a regular basis, nor do we have the collective will to change our driving habits to suit an all-electric lifestyle.
And yet gasoline prices continue to climb. I spotted regular unleaded at $4.99 per gallon this weekend – if that number seems quaintly laughable by the time this hits the presses, my apologies. I’m taking a hard look at the driving my family needs to do, and strongly reconsidering what best fits my driveway and my budget.
Some sort of electrification is coming sooner rather than later to each of us if we aren’t there already. Two-plus decades of hybrids have proven the reliabilities of the technologies involved. A roomy family-sized vehicle, much like this 2022 Kia Sorento Hybrid, should take the sting out of what had once been a realm reserved for Spartan subcompacts.
We reached a conclusion to the first Ford Festiva (or Kia Pride, Mazda 121, SAIPA, etc.) in our last installment, which saw the little hatchback finalize its Ford duties in 1993 and its Kia responsibilities in 2000. And while it continues life today as a Wallyscar in Tunisia, our coverage here moves on to Ford’s not-so-anticipated follow-up entry to Festiva, another Festiva! It’s an Aspire to you.
Following reports that the Hyundai Sonata may not be long for this world, there have been rumbling that the fate of the Kia Stinger and K5 sedan may also be in jeopardy.
The reasoning is obvious. After years of crossovers seeing an increased share of the global market, automakers have been dumping sedans so they can sell products that come with higher margins. A sizable percentage of the population has also been sold on the theory that higher-riding vehicles are automatically safer than their road-hugging counterparts. While that is endlessly debatable between models, there are aspects of crossovers that make real sense for the modern era. Storage capacity is typically better than what you’d find on a similarly sized sedan and the lengthened suspension travel can help the vehicle absorb the impact of pothole-laden streets that seem to be cropping up everywhere.
In our last installment of Kia’s larger sedan history, we covered the midsize Credos. The Credos was an important first for Kia, as the first midsize the company produced where it had a bit of leeway with the design. Ultimately, the Credos hid its Mazda 626 bones decently well and did a good impersonation of a late Nineties Ford Contour after a refresh.
But just as Kia settled into Mazda platforms and designing their own sedans, the goalposts were moved courtesy of the 1997 Asian financial crisis. Kia was left without much money, and few options. We pick up there.
Today’s topic is an automaker you’ve likely never heard of. It’s a small company that was founded not that long ago, offers vehicles in very limited markets, and produces around 600 vehicles per year. Its product is based upon old ideas from other manufacturers, all done up in fiberglass until very recently. Let’s enter the wonderful world of Wallyscar.
We return to the Ford Festiva once again today, as the subcompact Mazda-designed hatchback stormed North American shores. It did so wearing a Ford badge and a South Korean VIN, courtesy of a Kia factory. But North America wasn’t the only place it landed.
As we learned last time, the Festiva was built in several different countries and assumed many identities over an extensive history. The Festiva still has not reached the end of its life, but we’ll cover that in a separate article. We pick up today in North America, circa 1987.
We return to our Rare Rides Icons coverage of the Ford Festiva today. An important world vehicle for the likes of Ford, Mazda, Kia (and eventually many others), the Festiva arrived at a time when rear-drive subcompacts were being replaced by much more efficient models that were front-drive. And the Mazda-designed Festiva was certainly more efficient and more front-drive than the Fiesta it replaced.
We return to our coverage of Kia sedans today and discuss a midsize from just prior to the flagship Enterprise we discussed last time. Kia offered the first midsize car to bear its branding in 1987 when it introduced the new Concord. Concord was essentially a broughamed, front-rear clip swap take on the GC platform Mazda 626. Mazda discontinued the GC 626 that year and immediately sold the platform and tooling to Kia. A couple of years later, the Concord spawned a lesser sibling called the Capital. Capital looked very similar to the Concord but sold to a more economically-minded customer with its much lower level of equipment and low-powered engines.
When the Capital finished up its run in 1997, it was replaced by a compact car Kia had on sale for a few years already: The Sephia. Sephia wouldn’t do for Concord-level customers though, and upon the sedan’s discontinuation in 1995 they were directed to an all-new Kia. The company was ready with its new midsize to bookend the Concord, and it went on sale the same year. Though the new car was again on a donated platform, it was the first time Kia had some leeway to design a midsize of their own. It’s time to discuss Credos.
We’ve reached the end of the Nineties in Kia’s midsize-or-more sedan story. It was a time of modernization across Kia’s portfolio, and 1998 and 1999 were years of expansion in particular: Kia introduced an impressive nine all-new models across those two years.
For its larger sedan lineup, the dated Potentia (a rework of the Eighties Mazda Luce) continued on in its popularity in the South Korean market. Potentia was updated from its original 1992 looks for 1998. However, that same year Kia introduced a new large luxury sedan to its lineup. The company once again relied on friendly product partner Mazda. Let’s talk about Enterprise.
I’ll admit it – I sometimes forget Kia’s Sportage exists.
That’s not because the current-generation Sportage is a bad vehicle. No, it’s because it competes in a crowded class and certain stalwarts and newcomers have commanded the market’s attention in recent years.
Enter the 2023 Kia Sportage. Thanks to a major redesign, this five-seat crossover is ready to ram its way back into the spotlight, for better or for worse.
We pick Kia’s large-car story once more today, at a point when the Korean manufacturer was in the midst of establishing itself as a proper full-line automaker, albeit with contributions from various other automotive firms. After Kia built Fiats and Peugeots via knock-down kits, it moved on to a light rework of the early Eighties Mazda 626. It made two cars out of the 626, its first midsize offerings. They were the upscale Concord and lesser (but still sort of upscale looking) Capital. But before we move on to the company’s first truly full-size car, we need to talk about the Mercury Sable for a moment.
I got to thinking about one particular big old Kia from the late Nineties the other day, and upon searching it on The Internet, I realized the Korean manufacturer had a much longer history with large cars than I’d thought previously. Given most of them were (or are) off-limits to the North American market, it might be time for a history lesson. We begin today with Kia’s first large car. It’s one you’ve probably heard of, because it was a Peugeot.
The 2022 New York Auto Show isn’t the first major auto show to be held since COVID-19 shut the world down in March 2020 – Chicago had shows in 2021 and 2022, and Los Angeles was in its usual slot last year. And there was Motorbella in Detroit last summer.
Still, for whatever reason – the loosening of COVID restrictions, the fact it was the first New York show since COVID, the presence of NY-based journos who don’t deign to travel west of the Hudson for those other shows – there was a pre-show feeling that this was it. This would be the show that marked the return of normalcy. Not LA in 2021 or Chicago just a couple of months ago – no, it would be this one.
After its debut at the 2021 Seoul Mobility Show, Kia has prepped the second-generation Niro crossover for the New York International Auto Show and indicated that the model will retain its extra-bold styling for the U.S. market.
Directly inspired by the 2019 HabaNiro concept, Kia’s compact crossover features a fat C-pillar in a contrasting color. The low-hanging headlamps have also been pushed out to the side, giving off some faint Telluride vibes. Aspects of the Soul are also present, though that’s likely down to the model sharing some of its aesthetics with the HabaNiro. Kia seems the most pleased with its upgraded powertrain roster, however.
Not to be outdone by corporate siblings Hyundai and Genesis, which have announced plans to launch 17 electric, or at least electrified, vehicles combined by 2030, Kia has claimed it will have 14 EVs (or, again, vehicles that at least have some electrification) by 2027.
Including two pickup trucks.
It will surprise exactly no one that this year’s L.A. Auto Show has been home to several reveals of various and sundry electrified vehicles. Some, like the Kia Sportage Hybrid, are existing rigs with some electrons infused into their body. Others, such as this K9 Concept, are built from the ground up as an all-electric vehicle.
I got my first, in-person taste of the upcoming Kia EV6 this past weekend in Irvine, California. It was a beautiful 77-degree day spent amid rolling hills under blue, sunny skies – even the people I met were wonderful. They were tanned, attractive, “California” people who were cheerful and engaging. No matter what California sent to distract me, though, my eyes kept turning back to the EV6.
There’s simply no escaping it. The Kia EV6, especially in the matte metallic gray finish, is an incredibly good-looking car.
With various government and corporate entities pushing rolling restrictions to our everyday lives, the automotive sector has gotten extremely creative in how it does businesses over the last nineteen months. Everything is being digitized so business can be conducted remotely, including sales. But this creates an issue for shoppers who — and this is going to sound crazy — actually want to see and familiarize themselves with one of the largest purchasing decisions they’re likely to make this year before committing.
Luxury brands were already testing at-home test drives and subscription-based vehicle exchange programs by the start of 2020. But we’re now seeing more pedestrian brands trying similar strategies to reach customers from beyond the confines of the dealership. Kia even recently announced a pilot program to sync digital sales with at-home test drives. Called “Kia@Home,” the service allows shoppers to schedule a vehicle to be sent to their home for an hour-long assessment.
Kia has updated the design of its Sportage to mimic the enticing angular menace that is the K5 sedan. It’s a far cry from the overtly friendly styling of the outgoing model, though appears to be working rather well. The fifth generation of the crossover digitally debuted in Korea on Tuesday and has already garnered a notable amount of praise. Though this went exclusively toward the visual updates, as there doesn’t appear to be much changing in terms of mechanical equipment.
Kia’s official release doesn’t even mention powertrains.
I am not, in general, one to fret too much when an automaker messes with car nomenclature. Even if, in the case of the formerly named Kia Optima, the brand switches to an alphanumeric structure.
That’s not to say I never get upset – I was pretty harsh on Infiniti when it switched to its current naming convention, because I found and still find it confusing. And sometimes, yeah, I get annoyed when a cool name is dropped for alphabet soup.
The Optima moniker wasn’t quite great, but it was good enough, and at least people, especially folks who know little about cars, knew, or at least vaguely knew, that it referred to a mid-size Kia sedan.
Kia has issued a kind of extended teaser for the all-electric EV6, with the latest example giving us a fairly comprehensive look at the more extravagant version. The EV6 GT will be a swift and squat crossover (or perhaps portly hatchback?) using the E-GMP architecture that currently underpins the Hyundai Ioniq 5 and several more dedicated electric vehicles South Korea has yet to put into production.
That makes the EV6 an incredibly important model for Kia and the Hyundai Motor Group as a whole. Fortunately, the manufacturer seems eager to make a good first impression — which is probably why it led with the 576 horsepower, GT trimmed model.
If you purchased a base Kia Stinger with the turbocharged 2.0-liter, many will argue you made the wrong decision. They’ll allege that you should have sprung for the more powerful twin-turbo V6. But it always seemed just a bit too steep of a price jump to make sense for every single person. If you were cross-shopping the Stinger against fancier — albeit indirect — rivals like the BMW 3-Series, that 2.0-liter was still completely adequate. However, we could say the same thing about the Ford Fusion, Honda Accord, and a cadre of other non-premium sedans.
Kia’s twin-turbo V6 seemed to be there to create some additional distance between its touring sedan and just about everything else on the market. With the 3.3-liter unit churning out 365 horsepower and 376 lb-ft of torque, the Stinger becomes much more exciting and suddenly capable of covering the quarter-mile in under 13 seconds. For the 2022 model year, the manufacturer has decided to split the difference by ditching the base 2.0-liter mill. Replacing it will be a 2.5-liter four-banger producing 300 horsepower and 311 lb-ft — representing an increase of 45 hp and 61 pound-feet of twist.
But it’s not going to be free.
Kia is planning on launching the EV6 sometime this month, and as a tease, the brand dropped some images to go along with a bunch of marketing speak about design philosophy.
The company is using the phrase “Opposites United” to describe its overarching design philosophy, and for the EV6, it will use five “pillars” called “bold for nature”, “joy for reason”, “power to progress”, “technology for life”, and “tension for serenity.”
Kia’s slogan of the moment is “give it everything.” Problem is, the brand only gave the 2021 most of the things, not everything.
The result is a solid crossover choice that doesn’t feel quite as well finished as the company’s larger Telluride or its K5 mid-size sedan.
I was loaned a Sorento for a very short time, but I still managed to take it out on my preferred driving loop, and my quick take based on the short drive is that the overall package here is quite good, but there are more nitpicks around the margins than I’ve had with any Kia vehicle in recent times.
As is often the case with global products, the Kia Sedona minivan doesn’t go by the same name in all regions. In its home market of South Korea, it answers to the Carnival moniker and is already on its fourth generation using Hyundai/Kia’s mid-size N3 platform.
Destined to enter the North American market as a 2022 model-year vehicle, the manufacturer used this week to promote its February 23rd debut via livestream. It also confirmed that it would no longer be using the Sedona name and would henceforth be known as the Carnival in the Western world.
Over the weekend, Hyundai Motor Group addressed rumors that Kia had been in negotiations to build an electric vehicle for Apple. While the scuttlebutt seems to have been true, talks were indeed underway, the automaker confessed that they had ended without an agreement.
It’s known that Apple has been hunting for potential partners after its EV program was placed into an extended stasis and was hoping to gain access to a skateboard-type platform. Hyundai’s E-GMP architecture certainly qualifies, too. But it’s just one of many entities entering the field as most manufacturers strive to build their own.
While partnering with other industries is essential for the automotive sector, the last few years has shown most nameplates cozying up with the dominant tech firms at a breakneck pace. Just this week, we learned that Ford will be equipping future models with the Android operating system (courtesy of Google) and it wasn’t long before that we were discussing BMW’s arrangement to integrate its business with Amazon Could Services. Even Taiwan’s Foxconn has shown itself willing to get involved with China’s Zhejiang Geely Holding Group — which owns Volvo Cars, Geely Automotive, Lynk & Co, Proton, Lotus Cars, London Electric Vehicle Company, and more.
Now, rumors are swirling that Apple is about to make a gigantic investment into Kia Motors after Korean outlet Dong-a Ilbo (The East Asia Daily) reported that the duo had plans to manufacturer vehicles at the automaker’s American facility in Georgia. The paper stated that tech giant was readying an estimated 4 trillion won ($3.6 billion USD) investment in exchange for Kia building 100,000 electric vehicles per year. However, the mere suggestion has already made Kia money by boosting its share price by over 15 percent on Tuesday.
Kia’s little Seltos urban runabout has been getting plaudits from pundits since the first drives took place last year, right before the world shut down.
Those plaudits are well earned. The Seltos isn’t spectacular, but it does what its asked of it. And while we review plenty of cars/utility vehicles/trucks around these parts that do way more than what’s necessary – seriously, the last three reviews are of two utes and a coupe of the high-performance variety – the average vehicle buyer, particularly the one without a large bank account, only really needs a car that does what’s asked of it. Competently.
That’s the Seltos. It won’t turn heads, and it probably won’t impress your friends, unless they care about practicality at a good price. But it’s no depression box. You won’t feel depressed to see it in your driveway.
Hyundai and Kia are recalling nearly 200,000 vehicles in the United States over a potential short in the antilock brake system of select models. Problem vehicles include around 180,000 examples of the 2019-21 model year Hyundai Tucson and roughly 9,000 Kia Stingers from 2019.
Based on the recall information provided by the manufacturers, around six Stingers have caught fire over the issue. Regulators have confirmed that the issue lies in the ABS control module and that combustion is still possible when the vehicle has been shut down. That has led us to believe this might be related to an earlier recall involving 283,803 Kia Optima sedans (MY 2013-15), 156,567 Kia Sorento crossovers (2014-15), and 151,205 Hyundai Santa Fe Sport crossovers (2013-15). Each of those models ran the risk of brake fluid seeping out onto the hydraulic electronic control unit and causing a fire.
The unlikely Kia Stinger enters the coming year with mild design and content changes in tow, but one thing that isn’t disappearing is choice. Come 2021, there’ll be more of it, at least as far as powertrains are concerned.
Rather than swap out the model’s base engine for a more potent — but pricier — mill, Kia decided to leave well enough alone and slot something hotter between the entry-level 2.0-liter four-cylinder and twin-turbo 3.3-liter V6.
Everyone’s favorite rear-drive South Korean liftback sedan, the Kia Stinger stands to gain a refresh for the coming year. Appearing in its home market Wednesday, the ’21 Stinger aims for added aggression, but Kia didn’t lose its mind applying this facelift.
Details on powertrain alterations, if there are any (there might be!) are off the table for now, but the rest we can see with our own eyes.
U.S. sales results, at least those that we know of, were a mixed bag in July. Automakers foreign and domestic are busy replenishing inventories drained by a two-month shutdown of U.S. manufacturing; for many, the restocking can’t come soon enough.
At Kia Motors’s West Point, Georgia plant, production of the Telluride crossover got underway again in May, and the automaker can barely keep up with demand. Cox Automotive (via CNN) reported two weeks ago that the country’s Kia dealers report an average 15-day supply of the unexpectedly popular model. That’s tight, to say the least.
But the Telluride isn’t the only vehicle lifting Kia’s fortunes in the wake of the shutdown.
The name Americans have come to associate with Kia’s midsize family sedan is dead, but you probably knew that already. Hopefully you’ve recovered.
On Tuesday, Kia pulled the wraps off the U.S.-market K5, the automaker’s replacement for the long-running Optima (which carried the Magentis name in Canada until 2010). Riding atop a third-generation N3 platform, the midsizer grows in length, wheelbase, and width, while slouching closer to the road.
For the coming model year, Kia also saw fit to equip the newly renamed model with a more potent uplevel engine and all-wheel drive, but the liftback you might think exists behind the backseat is all in your head.
Commenter Chocolatedeath is absolutely adamant we talk about today’s trio of unpopular sedans. They’ve all got V8s, rear-drive, and found few buyers in their day, but that won’t stop us from choosing one among them to take home.
So, without further adieu, let’s take a look at Chocolatedeath’s car comparison, shall we?
Names and categories used to matter when referring to cars. Coupes used to have two doors, period. Porsche got a bunch of flak last week when they called their electric sedan a Turbo. Tesla uses the term Supercharger for a device that isn’t connected to a crankshaft with a big belt.
Click through to Kia’s website (open a new tab, please – don’t leave me here alone!) and you’ll note five distinct categories. Sedans, hatchbacks, minivans, and hybrids/electrics all follow the hot one – SUVs and Crossovers. Unsurprisingly, this 2019 Kia Soul sits right atop that list, though by any traditional automotive taxonomy this box is a hatchback. Peel back the sharp edges, however, and the Soul offers many of the advantages of a popular crossover without the compromises.
I’m not quite to the tin foil hat stage, but I’m certain that Google’s ad servers have their cameras trained on me. No, I didn’t get caught up in that face aging app nonsense a couple weeks ago — and I’m not one for selfies. Rather, I’m sure I’m being watched, as with every new gray hair that sprouts on my beard, I seem to get more advertisements for products meant to help with aging.
From retirement planning advice, to literal beard dying products, to (ahem) virility potions and devices, there seems to be no end to the market reminders that I’m much closer to the dirt nap than I am to a nap in a crib. And the vitamin ads never stop.
Maybe this 2019 Kia K900 is yet another solution to my advanced years, with comfort and luxury meant to coddle my aching back. But I like to think of it as one of those once a day vitamins. It’s easy to use, just like a simple daily pill — but like that pill, you don’t think about it much when you’re done swallowing it. And, again like the daily dose, it’s forgettable for Kia, who sold roughly one K900 per day last year.
Leaks of Kia’s new Seltos — a small crossover intended for global sale before 2020 — made their way around the web this week. However, we spent most of our time wondering how much of an accident they actually were. Seemingly on display for a promotional shoot, the Seltos was left uncovered on city streets with its name prominently displayed in large, capital letters. While we’re not accusing the company of encouraging viral marketing, it certainly could have been more careful about keeping the crossover under wraps.
Kia was also quick to issue a response to the leaks by officially announcing the model’s existence and ideology on Monday. This is a car for the masses, but dialed in to engage directly with “youthful, tech-savvy buyers” and named after one of Heracles’ children. Clearly, the Koreans have their finger on the pulse of today’s youth market — as most teens are dying to engage with one another over ancient Greek myths.
I’ll grant that I’ve established a pretty cool second job for myself with this gig writing about cars. What gearhead wouldn’t love to get paid to talk (well, write) about their favorite subject — and often, drive some of the coolest new cars around? It sure beats flipping burgers to put extra cash in the wallet.
The not-so-secret side of this? It’s generally not the coolest cars that generate the most clicks. Most readers tend to care about cars they’ll legitimately consider buying, rather than a $100k sportscar. Thus, reviews of basic commuter cars, while not nearly as fun to drive, are much more important.
My job was made easy for me with the 2019 Kia Forte. It doesn’t overwhelm with outlandish styling. It doesn’t get the juices flowing with incredible performance. It simply makes the daily commute effortless and economical. What else can you ask from a car?
Life is often a matter of timing. Ask Kia about the difference between the 2020 Kia Telluride crossover and its last attempt at something similar – the Kia Borrego.
Remember the Borrego?
I do. That body-on-frame SUV wasn’t a poor vehicle – I drove one, briefly, and liked it – but it came to market right as the Great Recession and a rapid rise in gas prices were conspiring to work against expensive, gas-guzzling SUVs. Sure, plenty of nameplates survived the carnage, but a newcomer like the Borrego, produced by a brand once known for cheap compact cars, had no chance against those market headwinds.
Enter the Telluride, which is so different from the Borrego that about the only things they have in common are class, amount of seating rows, engine displacement, and door count. Unlike the body-on-frame Borrego, the unibody Telluride is entering a market where the winds are a bit more favorable – crossovers are still hot and there’s no sign of that changing anytime soon.
So Kia won’t have to worry about fighting an uphill battle, at least in terms of market forces. It’s going to be all about the product this time. And the product is quite good.
That headline has two meanings, at least as pertains to the 2018 Stinger.
One meaning: Watch your right foot. It’s easy to quickly get this car above the speed limit.
Meaning number two: When I first drove the Stinger, I harped about its tendency for greater than desired body roll in corners. Well, that tendency doesn’t show up in urban commuting, because I wasn’t driving the car the way I did in the California mountains during its launch.
Drive it a little less hard, and its biggest flaw stays hidden. Problem solved.