Korean Cars

2022 Kia Carnival SX Prestige MPV: A DriveWays Review…

With apologies to the poet Elizabeth Barrett Browning, who never experienced the 2022 Kia Carnival SX Prestige, “How do I love thee? Let me count the ways.” Just don’t call me a minivan.

That pejorative never passes the lips of Kia’s advertising people or resides anywhere in the brand’s press releases. Nope. The new Carnival is an MPV, for multi-purpose vehicle.

Obviously, that’s because the powers at South Korea’s Kia likely are convinced that a minivan description amounts to the kiss of low sales, if not death, for their new creation. Never mind that any objective assessment, reiterated here, enshrines minivans as the most useful passenger vehicles on the planet.

But Kia would like to convince everyone that the Carnival is an extension of their own Telluride, which now is the hottest crossover sport utility vehicle on the market. In fact, it is designed to resemble that crossover, though few people will be fooled.

Crossover SUVs threaten to overwhelm the vehicle market in the United States, if not the world. An example is Lincoln, Ford’s luxury brand, which has abandoned traditional sedans in favor of its four crossovers: Corsair, Nautilus, Aviator and Navigator. Other manufacturers are in the queue.

Over in the minivan corral, the numbers are few: Toyota Sienna, Honda Odyssey, Dodge Grand Caravan, and Chrysler Pacifica and Voyager — all worthy competitors. You also can count smaller passenger vans like the Ford Transit Connect, Mercedes-Benz Metris, Ram Pro-Master City and Nissan NV200. In 2020, minivans accounted for less than 2% of vehicle sales in the United States.

Kia entered the minivan skirmish in 2002 with the Sedona, which was called the “Carnival” in other world markets. It lasted into 2021 and now has been replaced in the U.S. by the all-new 2022 Carnival.

In the top-line version tested for this review, the Carnival is a fully rendered MPV with such amenities as second-row recliner seats and built-in entertainment screens. It has reasonably comfortable (especially for smaller humans) third-row seats that flip-fold both forward and backward into the floor to increase cargo space.

It’s a big vehicle, with 168 cubic feet of space for passengers and 40 cubic feet for cargo behind the third row, which expands to 87 cubic feet with the third row folded. At 16 feet 11 inches long, it’s only four inches longer than the Telluride. But it looks and feels much bigger, with 208 cubic feet of total interior volume compared to the Telluride’s 188. The Carnival also is 278 pounds heavier.

But it’s anything but porky. Its suspension system and tires deliver a smooth and quiet ride, and the handling is crisp and balanced with responsive steering. Of course, you don’t want to fling it around curves as if it were a Mazda MX-5 Miata or Audi RS-3.

The Carnival is powered by a 290-hp V6 engine with gasoline direct injection that makes 262 lb-ft of torque, or twisting force. Power is delivered to the front wheels via an eight-speed automatic transmission. All-wheel drive is not yet available.

Even with a curb weight of 4,760 pounds, the Carnival can be punched to 60 mph in about seven seconds, according to independent tests. It also can tow up to 3,500 pounds.

The EPA rates the Carnival’s city/highway/combined fuel consumption at 19/26/22 mpg. There are no hybrid versions yet, which would enhance fuel economy. All of the new Toyota Sienna versions feature hybrid power trains, and the Chrysler Pacifica offers a plug-in hybrid.

There are five versions, or trim levels, of the Carnival: the LX, with a starting price of $33,275, including the destination charge; LXS, $35,275; EX, $38,775; SX, $42,275, and the tested SX Prestige, $47,275.

The SX Prestige was so luxurious and well equipped, including a panoramic sunroof with dual front and rear openings, that it listed only one option: Astra Blue Paint at $495, which brought the as-tested price to $47,770. Standard equipment covered a full suite of safety and driver assist technology. One notable: Safe Exit Assist, which sounds a warning and locks a rear door after a stop if the system detects a vehicle approaching from the rear.

The Carnival also features blind spot cameras that switch on with the directional signals and replace the speedometer and tachometer; forward collision avoidance; blind-spot collision avoidance; rear cross-traffic collision avoidance; lane-keeping and lane-following assist, and adaptive cruise control with stop and go.

Specifications

Model: 2022 Kia Carnival SX Prestige four-door multi-purpose vehicle.
Engine: 3.5-liter V6, gasoline direct injection; 290 hp, 262 lb-ft torque.
Transmission: Eight-speed automatic with front-wheel drive.
Overall length: 16 feet 11 inches.
Height: 5 feet 9 inches.
EPA/SAE passenger/ cargo volume: 168/40 cubic feet (87).
Weight: 4,760 pounds.
Towing capability: 3,500 pounds.
EPA city/highway/combined fuel consumption: 19/26/22 mpg.
Base price, including destination charge: $47,275.
Price as tested: $47,770.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Kia

October 14, 2021 0

2022 Genesis G70 RWD 3.3T Sport Prestige: A DriveWays Review…

by Frank A. Aukofer

It’s becoming a truism that the South Koreans build great automobiles like the 2022 Genesis G70. But the impression in the U.S. is based on only three closely associated brands.

They are Kia, partly owned by Hyundai, and Genesis, Hyundai’s luxury brand. Together, they deliver 29 different models, including sedans, hatchbacks, crossover sport utility vehicles and even a pickup truck, with a broad range of performance characteristics and prices from economy to luxury.

The newest brand is Genesis. It started out as a high-end trim level for Hyundai but became a separate brand in 2015. The 2022 lineup consists of the G70, G80 and G90 sedans, and the GV70 and GV80 crossovers.

Of those, the G70 has received the most plaudits from reviewers. It is a compact performance/luxury sedan — actually a bit smaller than the economy-oriented Hyundai Elantra. But the G70 competes directly, at lower prices, with the BMW 3-Series, Mercedes-Benz C-Class and Audi A5 Sportback. It also rivals the Kia Stinger, with which it shares some components.

There are six G70 versions, all with turbocharged engines. The two four-cylinder base models, 2.0T Standard and 2.0T Prestige, have 252 horsepower and carry price tags of $38,570 and $42,570, respectively. Both have eight-speed automatic transmissions and rear-wheel drive.

The other four, including the Sport Prestige model tested for this review, are powered by 3.3-liter V6 twin-turbo engines that make 365 hp and 376 lb-ft of torque. They also have eight-speed automatic transmissions with manual shift modes and rear-wheel drive. Add about $2,000 for all-wheel drive on all models.

The tested Sport Prestige had a base price of $43,125 and, with options, a tested price of $51,945. Other 3.3 versions: Standard, $43,145; Sport Advanced, $47,445, and Launch Edition, $51,445.

Visuals are important, and the G70 grabs attention with sleek, fastback lines and new front and rear styling. Like an Olympic sharpshooter, this Genesis has competitors locked in its sights.

The stylish look carries over to the interior, which features quality materials, design, and workmanship. Seats on the tester were upholstered in quilted and perforated Nappa leather. Front seats have good bolstering for spirited driving on curving roads and deliver support and comfort for long distance driving. The tester came with a power tilt and telescoping steering wheel, and large glass sunroof with an opaque motorized sunshade.

In back, there’s room and comfort for two smaller adults in the outboard seats, though getting in and out takes some agility because feet catch between the door frame and the seat. The center seat position is impossible because of a large floor hump, hard cushion, and intrusion of the center console. In fairness, this is not uncommon in many smaller sedans.

Where the tested G70 shines is in overall performance. The twin-turbo V6 engine and quick-shifting eight-speed automatic combine to hustle this beauty to 60 mph in the four-second range.

There are five easily dialed drive modes: Eco, Comfort, Sport, Custom, and Sport Plus. The last is a track mode and turns off the traction control. On twisting roads, the G70 stays planted with tactile steering feedback.

The Sport modes keep the engine on the boil for rapid response, though if you get your foot deep into the throttle it’s almost as if the other modes switch instantly to Sport, so you can putter around town in Eco knowing that the power is poised to respond quickly.

With the G70’s bias toward sporting performance and handling, the ride can get a bit choppy on pockmarked roads, though the adaptive shock absorbers do a decent job of canceling some of the rougher stuff. The different drive modes don’t seem to have much of an effect on the ride.

Genesis G70 Photo: James Lipman / jameslipman.com

Equipment on he tested Sport Prestige includes premium Brembo brakes, forward collision warning and automatic emergency braking, lane departure warning and lane-keeping assist, blind spot monitoring, rear cross traffic alert, rear occupant warning, adaptive cruise control with stop-and-go technology, head-up display and a 360-degree view exterior camera. There’s also dual-zone climate control, rain-sensing windshield wipers and 19-inch custom alloy wheels.

A 10.3-center screen displays infotainment functions, including navigation, SXM satellite radio, Apple CarPlay and Android Auto. In short, the G70 comes with nearly everything expected in a performance/luxury sedan. Though it doesn’t have the cachet of a BMW or Mercedes, it performs as well or better than other compact luxury/sport sedans at lower prices.

Specifications

Model: 2022 Genesis G70 RWD 3.3T Sport Prestige four-door sedan.
Engine: 3.3-liter V6, twin turbochargers; 365 hp, 376 lb-ft torque.
Transmission: Eight-speed automatic with manual shift mode and rear-wheel drive.
Overall length: 15 feet 4 inches.
EPA/SAE passenger/trunk volume: 94/10 cubic feet.
Weight: 3,880 pounds.
EPA city/highway/combined fuel consumption: 18/27/21 mpg. Premium fuel recommended.
Base price, including destination charge: $43,125.
Price as tested: $51,945.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Genesis

October 12, 2021 0

2021 Genesis G80 3.5 AWD Prestige: A DriveWays Review…

by Frank A. Aukofer

There’s a new boss luxury car in town. It’s called the 2021 Genesis G80, an all-new full-size four-door that behaves more like a capable compact or a scrappy midsize sports sedan.

Depending on which of nine versions you select, you can drive off in a relatively inexpensive near-luxury rear-wheel drive family car well suited to long-distance motoring. Or if you have more bucks to slap on the table, a dazzling twin-turbo performer with all-wheel drive and the bones to challenge luxury/high-performance European marques.

In automotive terms, Genesis is still in kindergarten, just five years old. It started as the top model in the Hyundai lineup from South Korea. In 2015, the company established it as Genesis Motor LLC, a separate luxury brand, not unlike Acura issued from Honda and Lexus begat from Toyota.

Now it has moved from a company with a few sedans to rudely intruding with its GV lineup into the luxury crossover sport utility territory, threatening competitors from Cadillac, BMW, Mercedes-Benz, Lincoln, Acura and Lexus. The GVs likely have the potential to follow in the tire tracks of the G70, G80 and G90 sedans, as well as the acclaimed new Hyundai Palisade and Kia Telluride midsize crossover sport utility vehicles.

The 2021 Genesis G80 was one of 10 semifinalists for North American Car of the Year. They were selected by a panel, or jury, of 50 automotive journalists from the United States and Canada, of which this reviewer is one. Competitors come from Acura, BMW, Lexus, Mercedes-Benz, MINI, Nissan and even Hyundai, the Genesis parent company.

Two of the nine Genesis models — called trim levels in the industry — were evaluated. One was the G80 all-wheel-drive Advanced, a step-and-a-half up from the base Standard. It’s a classy near-luxury car with a turbocharged 2.5-liter four-cylinder engine that delivers 300 horsepower and 311 lb-ft of torque via an eight-speed automatic transmission with a manual-shift mode. The EPA city/highway/combined fuel consumption rating is 22/30/25 mpg.

The Advance comes with 19-inch alloy wheels, a panoramic sunroof, ventilated faux leather seats, three-zone automatic climate control, a power trunk-lid, and a 21-speaker audio system. All G80s come with rear-wheel drive standard but all-wheel drive is available for $3,150.

The other Genesis was the top-line 3.5 AWD Prestige model, with a twin-turbocharged 3.5-liter V6 engine, delivering 375 hp and 391 lb-ft of torque, also with an eight-speed automatic transmission, all-wheel drive and a manual-shift mode. Its EPA fuel economy is 18/26/21 mpg.

Starting prices range from $56,475, including the destination charge, for the 2.5 Advanced to $68,675 for the 3.5 Prestige. As tested, the 2.5 had a bottom-line sticker of $56,475 and the 3.5’s came to $69,075.

Either way, the G80 is a lot of a car. With 122 cubic feet of interior space — divided into 107 cubic feet for passengers and 15 cubic feet in the trunk – it is classified as large by the EPA. It can carry five comfortably with four commodious seats and a fifth center-rear seat that is less accommodating but not as onerous as those in many other cars.

Both models give you a sumptuous interior, including perforated Nappa leather upholstery on the 3.5, beautiful Matte finish interior wood trim that would not look out of place on a Bentley or the stock of a bespoke Holland and Holland shotgun, and a host of state-of-the-art safety features, including automatic emergency braking with pedestrian and cyclist detection, evasive steering torque assist, adaptive cruise control, blind-spot warning, lane-keeping assist and rear cross-traffic braking.

On the performance side, both G80s have much to recommend them. The all-wheel drive Prestige delivers rocket acceleration, estimated here in the five-second range for zero to 60 mph. The 2.5 is not as quick but won’t be embarrassed anywhere, more in the seven-second range. Both are quiet cruisers with straight-line stability and capable handling on twisting mountain roads.

In this era, infotainment simplicity is becoming increasingly important. It seems that luxury manufacturers make their systems needlessly puzzling — perhaps thinking that customers equate complexity with the pricey drain on their pocketbooks. Yet infotainment systems on inexpensive cars are often more intuitive than those on luxury cars. The Genesis G80 mostly falls into the ease-of-use category, though a few functions can be frustrating.

But, hey, we said at the outset that the Genesis G80 is the new boss in town. Get over it.

Specifications

Model: 2021 Genesis G80 3.5 AWD Prestige four-door sedan.
Engine: 3.5-liter V6, twin turbochargers; 375 hp, 391 lb-ft torque.
Transmission: Eight-speed automatic with manual-shift mode and all-wheel drive.
Overall length: 16 feet 5 inches.
EPA/SAE passenger/trunk volume: 107/15 cubic feet.
Weight: 4,500 pounds.
EPA city/highway/combined fuel consumption: 18/26/21 mpg. Premium fuel required.
Base price, including destination charge: $68,675.
Price as tested: $69,075.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Genesis

June 17, 2021 0

2021 Kia K5 GT-Line: A DriveWays Review…

by Frank A. Aukofer

A first impression: It’s easy to mistake the Kia K5 GT-Line sedan, tested here at $28,400 in flashy Passion Red paint, for an Audi A7 fastback, which starts at $70,195.

The K5 is a stone beauty with sleek lines, neck-twisting styling and a low profile that gives it the air of a sports car despite its four doors and a trunk. Its dimensions are within inches of the Audi. An example: The K5 is 4 feet 9 inches tall next to the Audi’s 4 feet 8 inches. The Kia also boasts an interior that has the look of luxury with upscale equipment despite its low price.

All-new for the 2021 model year, the K5 replaces the Optima sedan in the Kia lineup. With 121 cubic feet of interior space — one cubic foot more than the A7 — it is classified by the EPA as large sedan, though Kia markets it as a midsize against competitors that include Toyota Camry, Honda Accord, Nissan Altima and the Sonata from South Korean sister company Hyundai, which shares its platform with the K5.

Of course, the Audi has a lot of equipment to justify its nosebleed price, including a turbocharged 3.0-liter V6 engine with 335 hp and 369 lb-ft of torque, seven-speed automatic transmission and Quattro all-wheel drive.

Though with less power, the K5 is no slouch. For the first time, it also offers all-wheel drive, a $3,700 option. Its engine is a turbocharged 1.6-liter four-cylinder engine that makes 180 hp and 195 lb-ft of torque, mated to an eight-speed automatic transmission with a manual-shift mode.

The K5 comes in five trim levels: LX at $24,455, LXS at $25,455, the tested GT-Line, which starts at $26,355, EX at $28,955, and the more powerful 290-horsepower GT at $31,455. All prices include the destination charge.

Standard equipment on the GT-Line included forward collision warning and automatic emergency braking with pedestrian detection, blind-spot collision avoidance assist, rear cross-traffic collision-avoidance assist, lane-keeping and lane-following assist, and leading vehicle departure alert.

Other standard equipment included an eight-inch touch screen with Apple Car Play and Android Auto, Bluetooth connectivity, dual-zone automatic climate control, pushbutton and remote starting, LED headlights, fog lights and daytime running lights, power driver’s seat with lumbar adjustments, 18-inch alloy wheels, and a rear spoiler.

The tester also came with a $1,600 premium package that included forward collision avoidance assist with cyclist detection, adaptive cruise control with stop and go, panoramic sunroof with opaque power sunshade, wireless smart phone charger and LED interior lighting. The only notable item missing on the tested K5 was the optional SXM satellite radio, though HD radio was included.

Out back, there’s a roomy though shallow trunk of 16 cubic feet, augmented by knobs that, when pulled, drop the rear seatbacks to expand the cargo space. One negative: the trunk’s C-hinges are not isolated and could damage items in the trunk. A full-size compact spare tire lies beneath the trunk floor.

Entering the K5 requires a bit of ducking and twisting, thanks to the low roof line. If you prefer to sit as high as possible, the head room feels a bit tight up front. It’s more than generous in back because the seats are mounted low and are not adjustable for height. As usual, the center-rear position offers a hard, high cushion, though there’s foot room thanks to a small center hump.

The GT-Line’s interior comfort up front and in the outboard back seats was first rate. Seats were upholstered in a breathable cloth with leatherette trim that, to this reviewer, ultimately delivers better long-distance comfort than leather.

On the road, few would confuse the K5 with an all-out sports sedan. Even with its rakish looks, it presents itself as a capable, even sprightly, family hauler. But it’s no slouch in in traffic or on the open road. An educated guesstimate is that it can hit 60 miles an hour from rest in the seven-second range.

Handling is secure and fuss-free even on twisting roads. In straight-line highway driving there is little need for steering corrections so long-distance cruising can be relaxing depending on traffic.

There are four driving modes: Normal, Sport, Smart and Custom. It doesn’t seem to make much difference which you choose. Sport makes the K5 feel a bit tighter but doesn’t alter shift patterns. Smart maybe enhances fuel economy.

The impression here conjured thoughts of the hip-hop musical “Hamilton.” Kia changed a name and upped its game. It now can reap new fame in the midsize sedan game.

Specifications

Model: 2021 Kia K5 GT-Line four-door sedan.
Engine: 1.6-liter four-cylinder, turbocharged; 180 hp, 195 lb-ft torque.
Transmission: Eight-speed automatic.
Overall length: 16 feet 1 inch.
EPA/SAE passenger/trunk volume: 105/16 cubic feet.
Weight: 3,230 pounds.
EPA city/highway/combined fuel consumption: 27/37/31 mpg.
Base price, including destination charge: $26,355.
Price as tested: $28,400.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Kia

January 19, 2021 0

What Would 1986 Think of the 2020 Hyundai Elantra?

by Jason Fogelson

I wish I had a time machine. Not so that I could go back in time, but so I could bring a car enthusiast from the past into our present and show them the 2020 Hyundai Elantra Limited.

Imagine plucking some guy from 1986, the year that Hyundai began selling the Excel in the United States. Imagine this guy with his pleated pants, Hawaiian shirt with the collar popped, and the sleeves of his white linen jacket pushed up his forearms like Don Johnson on Miami Vice. He’s laughing at the Excel in a Hyundai showroom, giggling at the idea that any self-respecting car guy would be caught dead in a Korean car. Suddenly, a beam of light from above captures this guy – let’s call him Chad – and rearranges his molecules through space and time, reconstructing him in the driver’s seat of a 2020 Elantra.

Once the nausea from time travel wears off, Chad looks around the cabin of the Elantra Limited. He’s sure that he’s in a luxury car. I assure him that he’s in a Hyundai Elantra Limited with a list price of $22,800. He whistles at how expensive that is – until I tell him that the average transaction price on a new car in the United States right now is above $35,000, so this is quite clearly an economy car. (In 1986 where Chad is from, the average transaction price for a new car is around $12,500.) Even with the options on our 2020 Elantra Limited ($3,350 Ultimate Package; $135 Carpeted Floor Mats; $930 Inland Freight and Handling), the as-tested price of the car he’s sitting in is $27,215 – way below average.

Chad nods, looks around and starts touching things. He’s impressed with the design, which is simple and elegant to his eyes. He’s impressed with the eight-inch infotainment touchscreen, and once I explain all of the technology that it gives access to, he nods as if he understands (he really doesn’t, because he’s from 1986). He loves the fact that there’s no key to insert or turn, just a button to push, because he thinks that a key fob will work better in his linen jacket pocket than some jangly keys. He’s thrilled with the controls available on the steering wheel, and when I describe some of the SmartSense safety systems that come with the Limited’s Ultimate Package – Smart Cruise Control, Forward Collision Avoidance Assist with Pedestrian Detection, Safe Exist Assist and Blind Spot Collision Warning with Rear Cross Traffic Alert and Lane Change Assist – he’s amazed and enthralled. It seems like science fiction, but I assure him that it’s science fact.

As a car guy, he can’t wait to get a look under the hood. He’s a little disappointed by the engine’s size, a 2.0-liter inline four-cylinder gasoline unit. But when I tell him that the little 2.0 can produce 147 hp and 132 lb-ft of torque while achieving 30 mpg city/40 mpg highway/34 mpg combined, he’s ready to take a drive.

Elantra’s Intelligent Variable Transmission (IVT), a new Hyundai take on the continuously variable automatic transmission (CVT), is transparent in operation for Chad, just like a conventional geared automatic transmission, but he’s a little flummoxed by the slightly sluggish performance in “D” mode. I reach over and push the gear selector lever in “S,” and the 2.0 engine perks up immediately, holding gear ratios longer, and livening up performance. Chad pushes the Elantra into curves, tries out the brakes, and puts the car through its paces, a wide grin breaking out on his face. Chad declares the Elantra a winner over all of the economy cars and most of the luxury cars of 1986 – and it’s even comfortable and quiet on the road.

I have to agree with Chad (after all, I made him up for this story). But how does the Elantra stand up to the competition in 2020? Measure it against the Toyota Corolla, Honda Civic, Nissan Sentra, Mazda3 and Volkswagen Jetta to get an idea. I’d put it near the top rung for value and overall quality, in the lower end for overall driving experience. I prefer the Mazda3 and Jetta for pure driving enjoyment, but I like the Elantra’s packaging and available safety features a lot.

If you, like Chad, have not experienced the current state of the art in economy/commuter cars, I encourage you to explore the landscape before buying. You’ll be wise to include the 2020 Hyundai Elantra Limited on your list for consideration.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Hyundai

September 3, 2020 0

2020 Hyundai Veloster Turbo Ultimate: A DriveWays Review…

by Frank A. Aukofer

If raucous high performance defines motoring excitement for you, consider the 2020 Hyundai Veloster Turbo Ultimate.

This is a compact, front-wheel drive hatchback with midsize room that is distinguished by three passenger doors. There’s a long door for the driver and two shorter doors on the right side. Having the third door is way preferable to squirming into the back seat of a two-door.

Though it’s far from a sales standout in Hyundai’s lineup, the Veloster, depending on the version, qualifies as an economy car or all the way up to what some observers like to call a “hot hatch” — that is, a sports car in hatchback metal.

The Veloster has been part of the South Korean manufacturer’s lineup for almost a decade. For 2020, it comes in five trim levels: The base model, at $19,430, including the destination charge, comes with a 147-hp, 2.0-liter engine with 132 lb-ft of torque and a five-speed manual gearbox. Next up is the 2.0 Premium for $23,730, which adds a six-speed automatic transmission and other equipment.

Both fall into the economy end of the equation, though they offer standard Apple Car Play and Android Auto as well as a suite of safety enhancements. Among them: forward collision mitigation and lane-keeping assist. They are solid, dependable daily drivers.

Move up to the next level and you get the stick shift Turbo R-Spec, which has a sticker of $24,080 and is a blast to drive because of its 1.6-liter four-cylinder engine that makes 201 hp with 195 lb-ft of torque. Get the same power with a dual-clutch seven-speed automatic transmission and the price jumps to $26,380.

Which brings us to the tested Veloster Turbo Ultimate. It has the same power train as the Turbo DCT but more equipment and a bottom-line sticker price of $29,215. It comes equipped with blind-spot warning, rear cross-traffic alert, lane-keeping assist and automatic emergency braking with pedestrian detection,

The dual-clutch seven-speed automatic transmission is part of the Ultimate package. This type of automatic operates something like a manual gearbox but with two clutches alternately poised to engage the next gear instantly, computer controlled unless the driver opts to shift for himself or herself. The advantage is quicker shifts and improved fuel economy.

The tested Veloster Turbo Ultimate was gorgeously gussied up with bright red paint topped by a glossy black top. You could argue that it had an arresting presence — likely attracting any police vehicle in sight.

Inside, the effect was similar, with light gray, perforated leather upholstery trimmed with red stripes. The front seats were supportive and comfortable, with seatbacks well bolstered to hold the torso in hard cornering on curving roads. Oddly, though the tester was well equipped, even with a head-up display, the driver’s seat had only manual adjustments.

Once you awkwardly work your way through the narrow right rear-door opening, the back seat offered decent head and knee room for average-sized adults.

On the road, the Veloster Turbo Ultimate was a stellar performer. But it might be a good idea to bring along ear plugs or noise-canceling headphones. Combine the racket from the revving turbo engine and road noise stabbing into the cabin, ordinary conversation or listening to audio is off the table.

Still, there’s excitement. With the snap shifts from the dual-clutch transmission, the Turbo Ultimate can nail 60 mph from rest in about six seconds, according to a test by Car and Driver magazine.

The steering is precise and responsive, though with a heavy feel, and communicates what’s going on at the front wheels. However, the ride, on anything but smooth asphalt, is harsh and upsetting.

Equipment is extensive. As the top of the lineup, the Veloster Turbo Ultimate came with only one option: $135 carpeted floor mats. Included were a motorized glass sunroof, 18-inch alloy wheels, navigation system, automatic climate control, premium audio with SXM satellite radio, wireless smart phone charging and LED headlights and tail lights.

Curiously, the Turbo Ultimate actually is not the ultimate Veloster. Hyundai has developed a new N high performance line for some of its models. The designation resembles F-Sport at Lexus, AMG at Mercedes-Benz, V at Cadillac, S at Audi, R-Type at Honda and M at BMW.

The Veloster N comes in two versions: Standard package for $28,530 and Performance package at $30,430. Both have 2.0-liter four-cylinder engines. The Standard makes 250 hp and the Performance has a 275-hp four-banger. That’s the ultimate.

Specifications

Model: 2020 Hyundai Veloster Turbo Ultimate three-door hatchback.
Engine: 1.6-liter four-cylinder, turbocharged with direct injection; 201 hp, 195 lb-ft torque.
Transmission: Seven-speed dual-clutch automatic with manual-shift mode and front-wheel drive.
Overall length: 13 feet 11 inches.
EPA/SAE passenger/cargo volume: 90/20 cubic feet. (44.5).
Weight: 2,987 pounds.
EPA city/highway/combined fuel consumption: 28/34/30 mpg.
Base price, including destination charge: $29,080.
Price as tested: $29,215.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Hyundai

August 25, 2020 0

Palisade: The New Three-Row SUV from Hyundai

by Jason Fogelson

The 2020 Hyundai Palisade is an all-new three-row SUV, replacing the Santa Fe XL with a bigger, more powerful, more luxurious SUV. The new name is intended to connote strength, stability and style in a very competitive segment of the marketplace.

Built in South Korea for the North American market, the Palisade rides on a new platform, and is longer, wider and taller by about three inches in each dimension than the Santa Fe XL that it replaces, and rides on a 114.2-inch wheelbase (four inches longer than Santa Fe XL). It uses a bigger, more powerful V6 engine and an eight-speed automatic transmission, adding two speeds to Santa Fe XL’s capability. Palisade’s interior is more spacious, including 4.5 additional cubic feet behind the third row and an additional inch of third-row legroom. Hyundai has simplified its packaging for Palisade, with a well-equipped base SE model and loaded Limited model bracketing a more configurable mid-trim SEL model, designed to address both value and aspirational buying trends.

My top-of-the-line Limited model test vehicle came a dual sunroof, heated and ventilated captain’s seats in the second row (no bench option), premium Nappa leather seating surfaces, a 630-watt Harmon Kardon premium audio system with 12 speakers, QuantumLogic Surround and Clari-Fi Music Restoration Technology, a 12.3-inch full digital display instrument cluster, a head-up display, surround-view monitor, blind-view monitor, and ambient lighting – all standard equipment on the Limited trim level, in addition to the arm-length list of other standard features and the Hyundai SmartSense safety suite. This sucker was loaded – and all of the features, except for an optional ($160) set of carpeted floor mats.

Palisade soaks up miles with ease, remaining composed over rough surfaces and cruising nicely when the roads get twisty. Selectable driving modes include Smart, Normal, Sport, and Snow, adjusting front and rear torque distribution, throttle and shift patterns at the turn of a center-console mounted knob. A heavy foot on the gas pedal induces some thrashy noises from the V6, which is otherwise quiet and smooth. Handling is smooth and composed, and Palisade exuded competence in all situations it faced. It’s really a pleasure to drive, and would make a great family road trip vehicle.

All Palisade models come with a naturally aspirated (non-turbo) 3.8-liter V6 engine with gasoline direct injection and four valves per cylinder with variable valve timing. Running on the Atkinson Cycle, the V6 puts out 291 hp and 262 lb-ft of torque. An eight-speed shift-by-wire automatic transmission with front-wheel drive or available all-wheel drive puts the power to the ground. Front-wheel drive examples of Palisade are rated to achieve 19 mpg city/26 mpg highway/22 mpg combined, while my all-wheel drive model was rated to achieve 19 mpg city/24 mpg highway/21 mpg combined.

Palisade is available in three trim levels: SE (starting at $31,550 with FWD, $33,250 with AWD); SEL (starting at $33,500 with FWD, $35,200 with AWD); and Limited (starting at $44,700, $46,400 with AWD). Add $1,045 to each for freight charges. A $2,200 Convenience Package and a $2,400 Performance Package can be added to SEL models, along with some standalone options. My test vehicle was a 2020 Palisade Limited AWD with a list price of $46,400, and an as-tested sticker price of $47,605.

The three-row crossover SUV category is very well-stocked right now, including fresh entries like the Ford Explorer, Subaru Ascent, Volkswagen Atlas, and Toyota Highlander. The Mazda CX-9, Honda Pilot, Nissan Pathfinder, GMC Acadia, Chevrolet Traverse, Buick Enclave are also worth consideration. And don’t forget the Kia Telluride, which shares a platform (but no sheet metal) with the Palisade.

The 2020 Hyundai Palisade is an elegant, competent, mid-size three-row crossover SUV that is a worthy successor to the Santa Fe XL. If you’re in the market for a new family vehicle, add the Palisade to your list for consideration.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Hyundai

July 30, 2020 0

2020 Genesis G90 RWD 5.0 Ultimate: A DriveWays Review…

by Frank A. Aukofer

A knowledgeable onetime editor of automobile reviews thought the 2020 Genesis G90 “looks like a Chrysler.”

That person shall remain nameless, having actually mentored a famous reviewer, who sadly is not among us any more but who learned the craft from the editor, now retired.

It can be viewed as a tribute to the infant Genesis brand, to be thought of in the same breath as some of the famed Chrysler and Imperial models of yore, which were right up there in prestige with Lincoln, Duesenberg and Cadillac in the homeland.

The Genesis G90 follows a modern trend in which popular automobiles have spun off their own luxury brands, taking the good will the manufacturers have developed from providing interesting, reliable and even exciting cars and developing new models to command higher prices and prestige.

Prominent in this concept are Japan’s Lexus, the luxury brand of Toyota, and Acura, gestated from Honda. In an earlier era, Ford begat Mercury and Lincoln, and now we have used-to-be humble Hyundai beguiling us with Genesis.

It’s just getting started. Originally introduced as the top-line Hyundai Equus from the South Korean manufacturer, the G90 became the pinnacle of a separate luxury brand in 2017. It is now on its way to becoming its own special entity with a lineup of premium sedans and upcoming crossover sport utility vehicles. Up first is the 2021 Genesis GV80 later this year.

For now, the G90 stands as the flagship, offering the performance, luxury orientation and reputation as established marques that include Mercedes-Benz, Lexus, BMW, Jaguar, Acura, Audi, Cadillac, Lincoln and even Volvo — but with the South Korean basic principle of offering more bang for the bucks.

Sure, if keeping up with and exceeding the Joneses at snazzy cocktail parties is your thing, prattling on about owning a Genesis G90 will not score as many conversational points as talking about your daily driver with the Mercedes three-pointed star or the leaping Jaguar on the hood.

The Genesis G90, as of now, doesn’t have that sort of panache. But if you’re in interested in a slick, smooth luxury car and you are without unlimited financial resources, you can substitute — in your psyche, at least — a G90 for that BMW 7-Series or Mercedes S-Class and pocket about 20 grand in savings.

The best part, except for the status that goes with the blue and white spinning propeller or the three-pointed star, is you won’t be short-changed from the feel behind the wheel. The G90 is as capable as any sedan in the large luxury class, with all the accouterments you might specify.

The tested Genesis G90 RWD 5.0 Ultimate four-door comes with a velvety 420-hp, 5.0-liter V8 engine that delivers 383 lb-ft of torque. The power gets to the rear wheels through an eight-speed automatic transmission. Also available is a turbocharged 3.3-liter V6 with 365 hp. All-wheel drive is an option with either engine.

The G90, with its imposing new grille, is an inch more than 17 feet long with 113 cubic feet of space for passengers and a trunk of 17 cubic feet. City/highway/combined fuel economy of 16/24/19 mpg is not outstanding but, hey, this is a luxury car, not a Chevy Spark.

With luxury cars, it’s about feedback and ambiance. The Genesis G90 communicates tactile sensations from the steering wheel that is characteristic of premium sedans. It’s also mausoleum silent in highway cruising, nearly as quiet as an electric, though there’s some muted growl under hard acceleration.

The ride is creamy but controlled and the handling on curving roads is competent and confidence inspiring. But don’t mistake the G90 for a sports sedan. Its forte is sedate motoring, even at extra-legal speeds.

The G90 Ultimate is set up for maximum comfort and serenity for four. Surroundings are done up with premium wood trim and soft, perforated leather seats with heating and cooling all around. In back, the outboard passengers get sun shades on the windows and power seat adjustments, along with infotainment screens mounted on the front seatbacks.

The center armrest in back houses climate and other controls, and can be tucked up to accommodate a fifth unfortunate passenger, who gets relegated to a hard, uncomfortable perch. There are seatbelts and headrests for three persons in back, as well as a pass-through into the trunk for skis or other long objects.

The suggested price for the G90 Ultimate came to $76,695, not for everybody — but in this snooty class it’s a bargain.

Specifications

Model: 2020 Genesis G90 RWD 5.0 Ultimate four-door sedan.
Engine: 5.0-liter V8; 420 hp, 383 lb-ft torque.
Transmission: Eight-speed automatic with rear-wheel drive.
Overall length: 17 feet 1 inch.
EPA/SAE passenger/trunk volume: 113/16 cubic feet.
Weight: 4,850 pounds.
EPA city/highway/combined fuel consumption: 16/24/19 mpg.
Base price, including destination charge: $76,695.
Price as tested: $76,695.

Disclaimer: The manufacturer provided the vehicle used to conduct this test drive and review.

Photos (c) Genesis

June 30, 2020 0

2020 Hyundai Kona EV Ultimate: A DriveWays Review…

by Frank A. Aukofer

As electric vehicles go in 2020, the Hyundai Kona motors at or near the front of the pack.

The Kona EV is a small crossover sport utility vehicle, similar in many respects to the Kia Niro, no surprise because Hyundai owns almost one-third of Kia and the South Korean sister companies share engines and transmissions, though they do their own styling, other engineering and tuning.

The Hyundai engineers have squeezed about as much power and range as possible from the Kona’s electric motor, which makes 201 hp and 291 lb-ft of torque, sent directly to the front wheels. There’s no need for the torque multiplication of a conventional automatic transmission because electric motors deliver maximum torque the instant they are switched on.

Unlike Kona gasoline-engine models, the EV comes only with front-wheel drive. All-wheel drive is not available. Still, independent tests have demonstrated that the EV is slightly quicker off the line than the Kona with the 175-hp, 1.6-liter turbocharged four-cylinder gasoline engine.

With a base curb weight of 3,750 lbs, that amount of power enables the Kona to scamper to 60 mph in the six-second range — not bad for what is described as a subcompact sport ute that has interior space of 111 cubic feet. That’s as much as a midsize sedan, though the back seat has a shortage of knee room.

Moreover, it is stingy with natural resources. With no fossil fuels directly involved — the electricity comes off the same grid as the juice that feeds your TV set and kitchen range — the Kona EV is rated by the Environmental Protection Agency as equivalent to 132 mpg fuel economy. And that’s around town. On the highway, the so-called MPGe is 108 and overall the happy owner gets 120 MPGe.

Better yet, this little scooter is a joy to drive. The 64 kW hour battery pack, which enables an advertised range of 258 miles on a charge, is located under the floor. The lower center of gravity makes for a more stable set around curves, though the weight and suspension tuning makes for a choppy ride on rough surfaces. Of course, the Kona is blissfully silent at any speed.

Part of the reason for the decent range is an aggressive regenerative braking system. When the driver lifts off the throttle, the Kona immediately slows down, feeling as if the brakes had been applied. The energy produced goes right into the battery pack.

The driver can control the system’s regeneration with paddles on the steering wheel, to the point where so-called one-pedal driving is possible. Much like the BMW i3, the Kona can be carefully driven without ever using the brake pedal.

There are three selectable drive modes: normal, sport and eco. Normal enhances the regenerative braking and eco shuts down some systems like the heating and air conditioning to extend battery life. Sport puts more power on tap, similar to higher engine revs on a gasoline-engine vehicle.

Though there’s an onboard charger and a cord to plug into a standard 110-volt household outlet, it’s not anybody’s first choice because it would take a couple of days to get a full charge from a depleted battery pack. Better to use a 240-volt Level 2 charger at home, which can do the trick in about 9.5 hours overnight. If you have access to a commercial Level 3 DC charger, you can top up the Kona’s battery pack in about an hour.
Kona EV prices start at $38,310, including the destination charge, for the SEL trim level. Others are the Limited, at $42,920 and the top-line Ultimate, tested here, at $46,520. All versions get automatic emergency braking with pedestrian detection and lane departure warning with lane keeping assist.

The Ultimate also came with blind-spot warning, rear cross traffic collision alert, DC fast charging capability, navigation system, SXM satellite and HD radio, head-up display, leather upholstery, heated and ventilated front seats, motorized glass sunroof, adaptive cruise control with stop and go, Apple Car Play and Android Auto connectivity, LED lighting and rain-sensing windshield wipers.

In the current panoply of electric sedans and crossovers, the Kona EV stands out in a group that includes the Nissan Leaf, Chevrolet Bolt and, of course, its garage-mate Kia Niro. But it also looks capable against such higher-priced machines as the Jaguar E-Pace, Audi E-Tron and even the Tesla Model 3.

Specifications

Model: 2020 Hyundai Kona Electric Ultimate four-door crossover sport utility vehicle.
Motor: 356-volt electric; 201 hp, 291 lb-ft torque.
Transmission: Single-speed direct drive automatic with front-wheel drive.
Overall length: 13 feet 9 inches.
Height: 5 feet 1 inch.
EPA/SAE passenger/cargo volume: 92/19 cubic feet.
Weight: 3,750 lbs.
EPA Miles Per Gallon Equivalent city/highway/combined fuel consumption: 132/108/120 MPGe.
Advertised range: 258 miles.
Base price, including destination charge: $46,295.
Price as tested: $46,430.