2017 Kia Soul Turbo first drive: A sporty option at last!

Kia's pocket Soul crossover, destined to always be referred to as "quirky," has finally received a sporty but not-quite-performance version: The new Turbo trim breaks through the 200-hp barrier. The figures only tell half the story, though: The Turbo model has pulled the Soul out of the stodgy end of the segment and into the fun half of a lineup that is getting larger by the month.

Those expecting an AMG-style performance upgrade need to temper their expectations; the Soul's turbocharged 1.6-liter four-cylinder pumps out 201 hp and 195 lb-ft of torque. This unit is borrowed from the Kia Forte Koup SX and the Hyundai Veloster Turbo, both much smaller cars. A seven-speed dual-clutch automatic transmission sends power to the front wheels, leaving the base Soul's naturally-aspirated 1.6-liter in the dust. In this respect it makes more sense to look upon the Soul Turbo as a range-topping premium trim level that offers more oomph, along with nicer trimmings and just about all the option boxes checked. Still, a gain of 40 hp is a lot when it comes to four-cylinder in mass-market crossovers, and the fact that fuel economy is better in this version is an extra benefit.

The engine and transmission aren't the only thing that Kia has upgraded; the Soul Turbo features stiffer dampers and springs along with redesigned front and rear fascias, skid plates, rocker panels and twin-port exhaust out back. Inside, the Soul Turbo offers a D-shaped steering wheel (sans paddles), metal accents for some switchgear and a unique seating surface design, lending the crossover a distinctive if not fully race-inspired design.

The Execution

Fans of the Soul who have been itching for a go-faster version of the hamster-friendly crossover will be pleased; the Turbo model serves up quicker acceleration without revving itself into a frenzy, plus greater flexibility in all driving conditions. The difference isn't as great as that between a base VW Golf and the Golf R, but the net result is a Soul that doesn't get winded passing trucks or resort to keeping the needle near the rev limiter to tackle some twisty asphalt.

We drove the Turbo on the Pacific Coast Highway, which reliably serves up plenty of twists to get a feel for the retuned chassis, and came away impressed with the ease of use and the ergonomics of this new version of the Soul. The seven-speed dual-clutch transmission proved itself smooth and unobtrusive, offering crisp and well-timed shifts. We didn't push the Soul too hard -- it would have seemed out of step with the laid-back vibes of northern California -- but a few quick blasts along the roads revealed solid driving dynamics and a well-tuned suspension that errs on the side of everyday comfort. This goes for the steering as well; it's tuned to mute out imperfections in the road rather than offering something out of DTM racing. 

The Verdict

Overall, the feel of the Soul Turbo is closer to that of a hot hatchback than a scaled-down midsize crossover. With excellent road manners, a capable engine and a crisp-enough gearbox, this version of the has a lot of things going for it in a segment that is still accepting new applications. The Soul is still different enough from its competitors -- Mazda CX-3, Jeep Renegade, Fiat 500X, Nissan Juke, Honda HR-V to name a few -- to attract its own niche audience while offering a driving experience close in feel to the latest Kia and Hyundai crossovers.

The Soul Turbo catches up to and passes just about all competitors when it comes to power, and its starting price kicks off a few thousand dollars south of those same vehicles. With hatch-like handling, the Soul Turbo sits atop a price ladder spaced close together, making picking this range-topping version a very easy proposition.

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First drive: 2017 Kia Optima GT

With the Optima GT, Kia is aiming to join the sporty set. When it comes to Britain in just under a year, the 242bhp saloon and estate will be the most powerful cars the Korean company has ever sold here.

The power comes from a turbocharged 2.0-litre engine driving the front wheels. It allows a 0-62 time of 7.4 seconds and a top speed, for all that such a thing is relevant, of 149mph, taking Kia into territory that might be some way off its premium rivals but certainly demonstrates how far the company has come.

The engine gets things going briskly so long as you keep the revs high enough. Doing so provokes a faintly embarrassing level of synthesised noise from the Active Sound System – Kia isn't alone in using this trick, but no-one else we can think of has laid it on this thick nor made it sound so overdone.

We're not fans of the standard-fit six-speed auto, either. It doesn't respond quickly enough to suit a performance car, and trying to take control manually can provoke downshifts that take forever and, when they finally happen, come in abruptly. It's better when you're pottering along, but didn't someone say this is meant to be a performance car?

The models we've driven so far weren't on UK-spec suspension or tyres, so we're not going to second-guess what the GT's ride and handling will be like by the time it gets here. Body control was good enough to suggest they've got a decent platform to work from, though.

When it does come here, the Optima GT will have stiffer springs and anti-roll bars, bigger brakes and more responsive steering than the standard model. So there are plenty of areas in which Kia can make it sportier. As it stands, they've had a go at the cabin – where beyond the usual spacious, comfy, well kitted fare we found that the GT-badged seats don't really hold you in place the way you'd like them to.

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First Drive: Kia Sportage Turbo Makes A Convincing Premium Play

The 2017 Kia Sportage wins my award for most surprising attention-grabber - and that’s high praise for something aimed at the heart of today’s American car market.

It manages to do it in a rather conservative class of car, the compact SUV market that’s become the new staple for Americans over the last few years. The best new compact SUVs act like midsize sedans most of the time, providing space for some combination of adults and kids and their belongings with little compromise.

And like many of its recent offerings, Kia brings a healthy dose of style to its entry in the segment, which is one of the easiest things it can do to separate itself in a crowded field. Fortunately for the Sportage, the style is backed up with a lot of substance, too.

Nose noise

Stare first at its front and the Sportage splits opinion right away. That’s a good thing in my book, whether you like the stubby "tiger nose" or not.

Move to the side and the rear, however, and things are far less controversial if you skip the Burnished Copper paint. Nice 19-inch wheels come on this top SX model, but all Sportages get nice wheels now. The lack of a quarter window out back doesn’t impede vision as much as it could, although a backup camera and parking sensors help out. The overall shape is similar to other compact SUVs, but Kia at least sweated some details to make it look different and detailed and the Sportage is better for it, even if it’s a little controversial.

In fact, I thought the Sportage was the most distinctive-looking SUV on the market at the moment until someone suggested a resemblance to the Porsche Macan at the back. Then I couldn’t unsee it.

I guess there are worse things to copy.

Plenty to touch softly

Perhaps the Porsche comparison is timely now because Kia recently bested the German luxury brand in this year’s J.D. Power Initial Quality Survey.

Mainstream-branded cars getting sexy exterior makeovers has been common in recent years, but things have tended to go awry inside, where the low prices mean low-grade interiors. Things like heated and cooled front seats and a powered shade for the enormous glass roof impress in this class – and all standard on this SX.

Kia has finally mastered the art of balancing the soft-touch materials where they matter and cutting corners where we’re less likely to notice. The dash top has a convincing stitching to it, the upper door panels and armrests are sufficiently padded for bony elbows. The A-pillars aren’t swathed in a nicely woven textile, but the plastic is designed in such a way that it looks like they are. But how often were you going to grope those? The Sportage is nice where it counts.

It’s also so simple to use the corporate Hyundai-Kia touchscreen radio and the secondary buttons below. Pretty much every command is straightforward and the screen has one of the most immediate responses out there, to minimize the amount of time you’re screaming at it.

The only significant gripe I had inside the Sportage concerned the cargo area. It’s a decent size and shape, with rear seats that split 60/40 and go down flat. But the floor is so flat and shapeless that your two grocery bags spill over before you leave the parking lot. A cargo organizer or at least some nets or hooks to hold stuff in place would be better than having to climb into the back to get a loose apple. 
Or stop buying fruit. Your call.

Ready to pounce

Most Sportages will get the 2.4-liter four with 181 horsepower that will be as adventurous as oatmeal with raisins. The engine that better matches the Sportage’s looks, however, is the 2.0-liter turbo four, with 245 horsepower.

The turbo is interesting in its old-school nature. There’s a throbbing you can feel through the pedals and wheel at idle, and then a good amount of lag from a full stop. But pulls pretty hard once the turbo gets in the game. You won’t mistake it for a V6, but the power is comparable.

Better still, there’s just enough engine noise in the otherwise quiet cabin. It feels solid unlike its most of its rivals. Kia seems to have channeled an Audi Q5 or Range Rover Evoque rather than a Mazda CX-5, and the planted feel inspires you to play with it in corners. Too bad the steering and tires aren’t up to that, but at least the suspension is willing to give it a try.

Unlike its mechanical relative, the Hyundai Tucson, the Sportage sticks with a typical 6-speed automatic rather than the Hyundai’s 7-speed dual-clutch auto, and it’s mostly better for it. The transmission wants to be in the higher gears a lot, but it’s pretty prompt to shift down when your right foot asks for it.

The obvious downside, however, is a dismal fuel economy figures of 20 city, 23 highway. Ditch the optional all-wheel drive and the 23 mpg combined rating isn’t much better than the 21 with the system. I managed to average around that, but V6-equipped three-row crossovers I’ve driven recently have matched or bettered that.

Combine the interior quality and driving experience, and the Sportage SX feels like a premium product more than a mainstream-branded one.

Going farther

As far as compact crossovers go, the Sportage SX is a good way to spend $35,000 on one. Aside from the pathetic fuel economy, it doesn’t do anything badly. I wish the fuel economy were better and the steering ever so slightly sharper, but it’s better than most here.

Importantly, it does more than is expected of it when compared to its mainstream rivals. No similarly priced Honda CR-V or Toyota RAV4 feels this substantial. The Tucson and Mazda CX-5 aren’t as powerful and a Ford Escape is more expensive still.

More than a decent drive, a useful box and a polished interior, the Sportage SX makes you question for a minute or two why someone would make the $10-15,000 jump to a premium-branded compact SUV. Sure, it says "KIA" on the front and back, but you’d have to be a real badge snob to let that bother you these days – especially coming out of a Toyota or Ford, for example.

And even if it doesn’t drive like a Porsche Macan, your friends will at least have a positive inflection when they look at the front and ask, “What is that?” 

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First Drive: Chasing a 350 Foot Serpent in the 2017 Kia Sportage

The twisty mountain roads of the Colorado Desert seem like the absolute worst to place on earth to test a benign little family crossover, but here we are behind the wheel of a 2017 Kia Sportage. These high desert roads deep in San Diego County seem built for the Porsche 911, the Shelby GT350, or the BMW M3, not the Kia. And yet, it’s surprisingly lively, almost… fun. Surely the hairpins and drops will show all the shortcomings in its chassis, cross-up its six-speed automatic transmission, make its tires beg for mercy – but no, it handles it, all of it. From the brand “least likely” to a few years ago comes a smart, stylish, well-built crossover that actually knows how to have a good time.

It’s difficult not to begin a piece on Kia or its sister brand Hyundai and not mention their astonishing growth over the past decade and a half. But even Kia gets in on the game, framing the new Sportage as its next logical step on its journey from bargain-basement also-ran to equal of Honda and Toyota. “Rock and roll history is filled with countless stories of innovation and reinvention,” a rep says at the Sportage launch, returning to the music theme the brand has used in its advertising since the Soul was introduced in 2009. Kia wants the Sportage to “stand out in a sea of beigeness,” to connect with the ‘urban pioneer,’” to have its “Euro-centric” design resonate with a generation that seems more interested in good infotainment systems and having enough room for a big Costco run than an emotional connection with their car. So will it work? We happen to think it will.

For starters, the Sportage is a popular nameplate for an increasingly popular brand. Kia sold over 625,000 cars in the U.S. 2015, and over 50,000 of those were Sportages – a 25% increase over 2014 sales. And despite being a lame-duck model, sales are up for ‘16 models too. By the time you read this, the ’17s will be on their way to dealerships around the country, and the number of improvements to the model won’t just overshadow the current crossover, they could bump the Sportage to the top of the compact crossover heap – no small feat considering it’s competing for market share against the likes of the Mazda CX-5, Honda CR-V, and Toyota RAV4.

The 2017 Sportage is improved inside and out in a ways that should be catnip for crossover buyers. The new UV03 infotainment system is compatible with Android Auto and Apple CarPlay, but also takes its cues from the phones by utilizing a “pinch to zoom” feature and allowing users to swipe between screens, which should make it one of the most user-friendly infotainment systems on the market.

Inside, it has more soft-touch materials in the cabin than most of its competitors, giving its interior quality that punches well above its weight. It’s the widest crossover in its class (73 inches), and it’s grown 1.6 inches overall, which helps account for the 18% increase in cargo room to 31 cubic feet. And to access the rear hatch, you don’t need to pull any handles or wiggle your foot under the bumper; there’s a proximity sensor that will detect the key fob and open it for you, making the grocery store run easier than ever.

Under the skin, Kia has used a structural adhesive that bonds panels to the frame and greatly reduces squeak and rattle. Its monocoque chassis is made of 51% advanced high-strength steel, making the new model 39% more rigid and 55 pounds lighter than the outgoing Sportage, which makes it feel sturdier and more confident in the corners.

Deeper still, a new front and rear subframe design makes the ride smoother and quieter, bigger brakes shorten stopping distance by 12%, and the drive-by-wire steering system has been revised for better road feel and quicker inputs, thanks to a faster processor. Engines are carried over from the current model, with the 2.4 liter four coming standard, and producing 181 horsepower and 175 pound-feet of torque. The 2.0 liter turbo, which produces 240 horsepower/260 pound-feet is available on EX and SX models. Mated to a revised six-speed automatic, they both return 1-2 miles per gallon better fuel economy (depending on front- or all-wheel-drive) than the outgoing model.

The Sportage also benefits from an all-new Dynamax all-wheel drive system developed by Magna, as in Magna-Steyr, builders of the Mercedes G-Wagen and other models. Using predictive software and ECUs mounted fore and aft, the system transfers power between the front and rear wheels in real time, adapting and outperforming most current all-wheel drive competitors. With AWD sales taking off in Northern states, Dynamax-equipped Sportages – with their revised front fascia and steeper departure angle – could become a common sight fairly soon.

Which brings us to the drive. We had the opportunity to put a front- and all-wheel drive 2.0 liter TDI SX (the top of the line, starting at $32,500, base LX models start at $23,885) through their paces, and both proved well up to the task. Fit and finish is very good, and in Burnished Copper (the color of our FWD tester) it really looks striking. It has plenty of good and bad angles, but it’s all of a piece, and certainly one of the bolder crossovers in the segment. Designed between Munich and Seoul under styling chief Peter Schreyer, it’s the anti-CR-V or RAV4 in the sense that you probably won’t lose yours in the Target parking lot anytime soon. For that alone, we’d probably take one over either Japanese stalwart.

Inside, the leather seats wouldn’t be out of place in a Toyota or Lexus. Nothing feels cheap, and the UV03 is clean, quick, and as simple to use as advertised. The optional panoramic sunroof is perfect for taking in the sweeping desert vistas, and thinner A-pillars help to make it that rare crossover that doesn’t feel like you’re driving a rolling gun bunker.

Switching back and forth between pavement, gravel, sand, and the occasional farm field, both front- and all-wheel models performed nobly, with nary a misstep. If you don’t plan on doing any soft-roading or dealing with snow, we’d recommend the front-wheel model. The Dynamax system is seamless and impressive (Kia recommended we do a hard launch with the front wheels on pavement and the rear on dirt or gravel to show how quickly it worked), but after driving the front-wheel version first, the AWD model is a bit slower on the throttle.

And that 2.0 liter TDI is a gem. It makes excellent use of its power at the low end, is peppy and responsive, and sounds far better than we expected it would. The six-speed auto does its job quietly and without getting in the way, and while the different drive modes were nice to have, the handling was crisp and engaging enough that sport mode seemed to make little difference. But then, if the Sportage can handle mountain twisties with ease, it’ll probably inject a little fun into your daily commute too.

At the end of Kia’s designated circuit in the tiny town of Borrego Springs, the gathered auto press had lunch then turned around to head back to San Diego. But Borrego Springs is home to Galleta Meadows Sculptures, where artist Ricardo Breceda has built over 130 massive steel sculptures on the desert floor, wild horses, to dinosaurs, to a massive 350 foot long giant serpent that looks like it’s slithering beneath the barren highway. We barreled South looking for it, past the steel cowboys, eagles, and camels, but couldn’t see a 350-foot anything – and from our vantage point we could see for miles.

Turning around and heading north, it slowly began to loom above the horizon, rippling in 90-plus degree heat. Well outside of town, and well away from everything else, there it was, furious and inanimate, silently oxidizing in the desert air, a massive scaled beast that looked like it slithered out of a Japanese woodblock print. It all seemed like an apt metaphor for Kia (outside a place that lent its name to one, no less): After a long, punishing journey, it caught up to the towering figure it was chasing all along. The 2017 Sportage is as good as anything to come from its older, more established competitors. Get used to mentioning Kia, Honda, and Toyota in the same breath – we expect a number of new crossover buyers will.

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First Drive Review - 2016 Kia Sorento by Henny Hemmes

A lot has changed for corporate brothers Hyundai and Kia since the introduction in 2010 of the new designs that were initiated by Peter Schreyer (who had joined Kia in 2006 as Chief Design Officer). From then on he coordinated design at Kia’s styling studios in Korea, Frankfurt, Irvine California and Tokyo. With modern styling and also thanks to both brands catching up with technology and safety, sales of both brands have risen sharply. In 2013, Mr. Schreyer was appointed as the first non-Korean member of the board of Hyundai Motor Group, responsible for design of both brands.

Every now and then, I have the opportunity and time to drive a new car for more than a couple of days. Last fall, this was the case with the 2016 Kia Sorento SXL with optional AWD. When I picked up the crossover, I realized once again that cars look so much better on the road then on the show floor. The new Sorento had been introduced more than a year ago at the Paris Motor Show. The 2016 model is built on a platform that has been stretched by 3.1 inches and modified to increase torsional rigidity by 14 percent. The percentage of advanced high-strength steel in the uni-body has been increased by 115 percent.

The new exterior design was influenced by the Cross GT Concept (but still has some cues from its predecessor) and is now in line with the brand identity thanks to the 3-D diamond grille. There are five trim levels, L, LX, EX and SX.

Our test car, the SX Limited is equipped with a 290 hp V-6 and all-wheel drive, as well as two options: snow white pearl paint and white leather seats. Inside the Kia looks beautiful, although the white leather would not be my own choice because wearing jeans could leave some blue color.

The V-6 sounds a little bit rough just after the start, but its power and torque are readily available and smoothly delivered, while the 6-speed automatic is well adjusted to work with it in a hardly noticeable way. Even with a weight of over 4,300 pounds, the Sorento is quick off the blocks. Kia mentions an acceleration time from zero to 60 mph of 7.2 seconds and we may well believe this. But Kia does not regard speed to be the most important feature here, nor its handling. But I have to say that handling, also at the relatively higher speeds that I'm used to driving at, is very good. The steering feel, electrically enhanced, is accurate, although I would prefer somewhat more information. The Sorento feels confident and safe on twisty roads, as do the brakes, which are well-equipped to get the car to a quick stop.

However, the main selling points of the new Sorento are space, practicality, and comfort. The car is quiet indeed, wicks away bad parts of the roads and feels serene.

As the weather was great and I did not go into the mountains and test the terrain capabilities of the AWD system. And even the Sport-shift mode was a bit of an over kill in daily traffic, but good to have available on the famous Mulholland Drive test route.

The cabin is well executed with nice materials and it is quiet inside, indeed. The front seats are comfortable and there is enough leg space for people on the second row, which seats three... or two, who then will have the luxury of a central arm rest with cup holders.

The third row is bigger but not so suitable for longer rides. It is easier to access though than before with sliding and auto folding second row seats. Trunk space is excellent and can be expanded by folding the seats down so that there will be flat floor all the way down from the back of the front seats, expanding the volume form 11.3 tot 73.0 cu. ft.

The 2016 Sorento offers a premium look with an attractive and roomy cabin. It's equipped with new infotainment and safety technologies (on all models), such as lane change assistant and adaptive cruise control, a roll over sensor, hill start assist, heated mirrors with LED indicators and a rear-camera display.

It has a great warranty, an excellent five start crash test score (but lacks third row roof airbags). The test drive’s consumption was 20.1 mpg, which I thought to be adequate for an all-wheel drive vehicle with a weight of over 3,400 lbs.

The Sorento is an excellent companion for much less money than comparable models in the premium segment. To be honest, even though my favorite type of car is a (very) sporty one, I realized that I had become quite attached to driving the Sorento when it was time to end my test drive.


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