Hyundai Sonata Plug-In Hybrid Coming Next Year, Kia Optima Too

While the 2015 Hyundai Sonata is a completely redesigned vehicle for the new model year, the Sonata Hybrid for 2015 continues to use the previous-generation body.

This has led to a certain amount of speculation about what direction Hyundai plans to take with its hybrid program.

Now, it appears that the company will launch the hybrid version of the current Sonata with the option of a plug-in hybrid model as well as one fitted with the next generation of the company's conventional hybrid-electric powertrain.

A report on Korean Car Blog (via ChargedEVs) notes that Yang Woong-Chul, Hyundai's vice-chairman for research and development, said earlier this month that plug-in hybrid versions of not only the current Sonata but a next-generation Kia Optima as well would be released next year.

 

The cars, he said, will use Korean-made battery packs, electric motors, inverters, and other electronic components--making them very price-competitive in the market.

Hyundai had showed a plug-in hybrid concept model, the Blue-Will, fully six years ago. That was originally anticipated to lead to a production car two or three years after the launch of the company's first hybrids as 2011 models.

The first generation of Hyundai's hybrid system, however, wasn't particularly smooth, leading to a fast update for the 2013 model year.

The Sonata Hybrid and also the Kia Optima Hybrid, which uses the same powertrain, have been essentially unchanged from the 2013 through 2016 model year.

The Hyundai executive's announced would seem to indicate that we will see the updated Sonata offered as a hybrid version for the 2016 model year, as well as a plug-in hybrid.

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2014 Kia Rio

The 2014 Kia Rio ranks 7 out of 40 Affordable Small Cars. This ranking is based on our analysis of published reviews and test drives of the Kia Rio, as well as reliability and

A peppy engine, roomy cabin and lots of available features make the 2014 Kia Rio a worthy competitor in a crowded field, test drivers say. It also has one of the longest warranties in the class.

All 2014 Rio models have a 1.6-liter four-cylinder engine that produces 138 horsepower. Reviewers say the engine has plenty of power for city and highway driving. The standard six-speed manual makes good use of the engine’s power, they say, and the available automatic shifts briskly. The Rio gets an EPA-estimated 27/37 mpg city/highway with either transmission, which is good for the class. Overall, automotive writers are impressed with the Rio’s quiet, composed ride and accurate steering. It handles corners well with little body lean, they add. Sport-tuned SX models are notably more nimble, but offer a firmer ride, they say.

Auto writers like the Kia Rio’s stylish, understated cabin design and say the padded materials in higher trims are particularly nice. They also appreciate the amount of legroom in the front and say the seats are pleasingly supportive. There’s a decent amount of room in the back too, they add, which is a big compliment for a subcompact car. Both sedan and hatchback Rio models have a good amount of cargo space for the class and test drivers are impressed with the Rio’s long list of available features. The Rio comes standard with a four-speaker audio system with a CD player, satellite radio, USB and auxiliary inputs and steering wheel-mounted audio controls. Optional features include navigation, a rearview camera, Bluetooth and Kia’s UVO infotainment system. Test drivers report that the Rio’s audio and climate controls have an intuitive layout and are easy to master.

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Review: 2015 Kia Forte5 is Fast and Fun Without the Harsh

2015 Kia Forte5

• Type. Four-door, 5-passenger compact hatchback

• Engines. 2.0-litre four-cylinder (173 hp); 1.6-litre turbocharged four (201)

• Transmissions. Six-speed manual or automatic

• Base price. $19,495 base, $28,795 as-tested

Although Kia initially entered the Canadian market by focusing almost exclusively on price, it now has added performance and styling to the list, even on its compact Forte models.

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Redesigned in 2014, the Forte5 hatchback now includes a turbocharged 1.6-litre four-cylinder engine in its top SX trim line, the model I tested. The base engine is a 2.0-litre four-cylinder that makes 173 horsepower, while the turbo model spins out 201 horses.

You can get both engines with a six-speed manual transmission, but mine was a six-speed automatic.

Pricing for the 2015 models starts at $19,495 for the LX+, while the SX starts at $24,195 and rises to $28,795 for the fully loaded package.

The Forte5 has morphed from a relatively plain car into a sharp-looking model, with its tiger-shark grille, flared wheel arches and upswept body lines.

Inside, the redesigned interior features an upgraded instrument cluster, a new steering wheel, and numerous cubbies for small-item storage, including a covered bin where you can plug in and hide your electronics.

Heated front seats are standard on all models, and the SX Luxury adds heated rear seats and a driver’s seat that’s also cooled. Unfortunately, the front-seat passenger doesn’t get one as well.

The rear seats fold flat for extra cargo space, and there are more hidden storage bins under the cargo floor.

The turbo Forte5 is fast and fun to pilot, but it feels more like a daily driver that’s quick on its feet, rather than a harsh sports model that could get tiring after a while.

The suspension is sport-tuned but still comfortable, although I’d like to get a little more steering feel from the wheel.

It runs on regular-grade gasoline, and I averaged 8.7 L/100 km in my week with it.

Not everyone will need the turbo’s power, so the 2.0-litre should be enough for many drivers, and at a lower price. Be sure to test drive both if the Forte5 is on your list.

Market position

Although it shares platforms and engineering with parent company Hyundai, Kia is becoming more of a performance brand, adding turbo power to some of its models, along with new styling under the direction of former Audi designer Peter Schreyer.

Points

• The Forte has three configurations: the four-door Forte sedan, the Forte5 hatchback, and the two-door Forte Koup.

• You get a lot of features in the SX model, but there’s a lot of hard plastic, so it doesn’t always look as high-end as you’d expect.

• Kia’s warranty covers almost everything for five years or 100,000 km.

Interesting features

Heated front seats, wiper de-icer, cruise control, and Bluetooth on all models; available navigation, backup camera, heated rear seats, HID headlights, leather seats, and heated steering wheel.

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Kia Showcases Diesel-Electric Kia Optima T-Hybrid at Paris Motor Show

Kia revealed the new Kia Optima mild hybrid show car at the 2014 Paris Motor Show on 2 October, the first application and demonstration of the brand’s innovative new mild hybrid powertrain.

The Kia Optima T-Hybrid (turbo hybrid) concept is powered by the model’s existing 1.7-litre CRDi turbo-diesel engine, paired with a small electric motor, powered by a 48V lead-carbon battery.

View: Photos of the Day: Kia's Diesel-Electric Concept Car

The diesel-electric powertrain concept, which was previewed at the 2014 Geneva Motor Show, enables the Optima T-Hybrid show car to be driven in electric-only mode at low speeds and when cruising, with deceleration serving to recharge the battery pack.

Lead-carbon batteries were chosen for the mild hybrid powertrain as, unlike lithium-ion batteries, they require no active cooling and are easier to recycle at the end of the unit’s lifecycle.

The vehicle features a zero-emissions stop-start system, and a new belt-driven starter generator replaces the conventional alternator, meaning the engine can restart with almost no noise or vibration.

Installing the powertrain in the Optima sedan has enabled engineers to fit a smaller vehicle battery and starter motor, enhancing weight distribution and handling.

The system also allows the installation of an innovative electric supercharger for the CRDi engine, in addition to the conventional turbocharger, providing improved power and torque at all engine speeds.

The electric supercharger in particular helps to boost torque and engine response at low engine speeds.

Still under development, no specific performance or fuel economy figures are confirmed for the powertrain or its application in the Optima T-Hybrid show car.

However, Kia’s engineers are targeting a significant reduction in CO2 tailpipe emissions and fuel consumption and a power increase of between 15 to 20 percent for any model which could be equipped with the new powertrain. Currently, the Optima’s 136ps 1.7-litre engine produces CO2 emissions of 128 g/km (when fitted with ISG stop-start).

“In future, our mild hybrid powertrain could offer Kia customers greater performance and lower running costs, without sacrificing the qualities they expect of a Kia car – enjoyable handling, a comfortable ride and high quality.

Demonstrated for the first time in the Optima T-Hybrid, the technology will lower the total cost of ownership of our cars, yet still keep them affordable as an outright purchase for customers,” commented Michael Cole, Chief Operating Officer, Kia Motors Europe.

“The new mild hybrid system is our flagship technology for improving the efficiency of our internal combustion-powered models. In future, technology such as this will help Kia further reduce fleet emissions in Europe,” added Cole.

While under development, no plans have been confirmed yet for mass production of the Kia Optima T-Hybrid show car. The T-Hybrid powertrain remains under consideration for new Kia models in the future.

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2014 Kia Cadenza

Teenage passengers are often among the first people I turn to for second opinions about a test vehicle. While they understandably aren't allowed behind the wheel – most aren't even old enough to drive – their honest and generally unbiased observations, coupled with a complete lack of understanding about what a particular vehicle costs, can provide a wealth of insight.

An open-minded approach is especially important when taking a closer look at the 2014 Kia Cadenza, a premium sedan from an automaker best known for providing affordable transportation for entry-level buyers. But unlike the Rio and Forte, low-priced compacts designed to cater to consumers looking for fuel economy and value, this more substantial four-door sedan asks for twice the out-of-pocket investment in exchange for promises of luxury and technology.

With an impartial mindset and a genuine curiosity, I recently spent a week with the more substantial Cadenza to see if it could live up to its aspirations.

Kia introduced the States to its Cadenza at the 2013 Detroit Auto Show as a model to sit above the Optima sedan, which was its flagship offering at the time. Those loyal to the brand wanted a more premium product. According to Mike Ofiara, Supervisor of Product Communications at Kia Motors America, the new "more upscale sedan was in response to what many of the buyers were asking for."

Despite its all-new appearance on this side of the Pacific, this vehicle had already been on sale in Korea's domestic market for some time, and a look beneath its skin and spec sheet at its reveal suggested a very similar heart and soul to the Hyundai Azera.

Yet its previous life and similarities to its corporate cousin were the last things on my mind when the automaker dropped off this sparkling Metallic Bronze over White Nappa model in my driveway. As you can see from these photos, this well-proportioned sedan looks every bit the part of its $35,100 base price (plus $800 destination), with its distinctive chrome Kia "Tiger Nose" grille, aggressive headlights, chrome window surrounds and LED-style taillamps. Even the 19-inch alloy wheels fill their wells perfectly.

More striking than its exterior, however, is its interior. My particular press car arrived configured with White Nappa Leather, a no-charge option that contrasts well with the dark dashboard, door panels and carpet. The Luxury Package (a $3,000 upgrade) adds goodies including a panoramic roof, upgraded instrument panel, heated rear seats and a warmed steering wheel. Less obvious to the eyes are components in the Technology Package (also $3,000), which includes Advanced Smart Cruise Control (ASCC), Blind Spot Detection (BSD), Lane Departure Warning (LDW) and hydrophobic front door windows. The bottom line reads $41,900 – that's a lot of cash, but it represents a considerable value; even before Kia's 10-year/100,000-mile powertrain warranty is taken into consideration.

Four adults will find much to like about the Cadenza, but I'd argue that the driver has the best seat in the house. A standard 10-way power-operated seat provides plenty of support for my six-foot, two-inch frame, and the adjustable lower bolster supports my thighs comfortably. The front passenger is only offered four-way powered seats and oddly, they are offered no seat ventilation – many of my passengers griped about that. [We drove an early production car. Kia has since added passenger set ventilation. - Ed.] Those in the second row will find a spacious interior, with generous room for feet and shoulders. Headroom may be an issue for tall adults thanks to the Cadenza's graceful sloping roofline, however. Twin climate control outlets, adjustable for airflow (but not temperature), help keep rear passengers comfortable.

Even though the primary instrument panel utilizes a large full-color digital display in tandem with an eight-inch infotainment display at the top of the stack, the Cadenza's cabin is very traditional in layout, with a large transmission selector dominating the lower center console. Two clusters of flat buttons are arranged on the console to control the climate control and audio operations. Comfort switchgear (e.g., heated steering wheel and ventilated seats) are found just aft of the transmission lever, while the safety settings (including lane departure and traction control) are to the left of the steering wheel. The seat memories are located on the door. After a few days of acclimation, I was able to locate the general area of the flush controls quickly, but each required me to remove my eyes from the road momentarily to use.

With key fob in pocket, a press of the black start/stop button fires up the 3.3-liter V6 under the Cadenza's hood. This modern direct-injected powerplant, shared with the Azera, is rated at 293 horsepower at 6,400 rpm and 255 pound-feet of torque at 5,200 rpm. The engine is mounted transversely in the nose – perpendicular to the direction of travel – like it is in nearly all other front-wheel-drive vehicles. Amusingly, Kia's tricky engineers have hidden it beneath a plastic engine cover that has been molded to insinuate a longitudinal mounting.

A traditional six-speed automatic transmission, also shared with the Azera, is tasked with sending power to the ground. But its first two gears and final drive ratio are different to allow the Kia to feel a bit sportier than its sibling from Hyundai. In practice, this does seem to be the case, with the four-door launching off the line smartly, with even moderate throttle. Kia doesn't publish its own acceleration figures, but third-party testing suggests the Cadenza sprints to the 60 mph benchmark from a standstill in just under 6.5 seconds, covering the quarter mile in slightly fewer than 15 seconds. That's plenty quick for sedan whose primary mission is not performance.

During my seven-day test, I tossed Kia's premium sedan headfirst into the family routine, where it was forced to drive carpools, run errands and suffer in traffic jams. Everyone found the cabin comfortable, but the high-gloss wood trim sprinkled throughout the upscale cabin quickly showed fingerprints and dust, while the buttery smooth white leather required a nightly wipe-down to keep it clean – if you shuttle grubby young passengers (I loaded it with lacrosse players) often or are a neat freak, consider other colors. The rear seats don't fold, but the automaker does provide a seven-inch square pass-through for longer items like skis or a few lacrosse sticks.

To better assess the Cadenza's ride and handling chops, I took it on a four-hour road trip, nearly 200 miles long, which started at sea level and eventually climbed to 5,500 feet of elevation. Making things interesting, the drive encompassed busy highways and rural two-lane mountain passes before dropping me back on a well-traveled interstate highway. In a nutshell, the loop forced the Kia to perform under every imaginable driving environment – with the exception of inclement weather, which was in the mid-60s with clear blue skies.

With its 18.5-gallon fuel tank filled to the top with regular unleaded gasoline (premium fuel is not required), I set out after the bulk of the area's morning congestion had cleared.

The first part of the drive took me along the Pacific coast on a nicely paved, multi-lane highway traveling at about 60 mph (the speed limit was 65 mph, but it was crowded). To run with the flow of traffic, I switched on the Kia's radar-based ASCC and let its electronics inform my velocity. In this near-mindless state of cruise, with the Cadenza following the car ahead of it like a magnet following a block of iron, I found the sedan very comfortable. Its electrically assisted steering was on the numb side, but the car tracked well and lane changes were easy thanks to oversized exterior mirrors that provided a nice view. The cabin was well insulated, too, and there wasn't the slightest peep from the combustion going on under the hood or from the engine's two oval exhaust pipes – only the muted sound of wind rushing by the glass and the dull sound of the tires as they rolled over the textured pavement offered a hint of my velocity.

Even though this transmission has been tweaked with sportier ratios, that more athletic mindset hasn't necessarily carried over to the rest of the car's specifications. It quickly became obvious that the fully independent front and rear suspension have been tuned for comfort, with the underpinnings effortlessly absorbing all bumps and expansion joints. The base Cadenza arrives with standard 18-inch wheels, but the aforementioned optional 19-inch alloys fitted to my tester never caused an issue, despite being paired with rubber possessing shorter sidewalls. Much of the credit goes to the Hankook Optimo H426 all-season grand touring tires, size 245/40R19, which are tuned to optimize ride comfort.

Turning off the highway and heading into the mountains quickened the pace of things, especially when the road narrowed and started to get twisty. But unfortunately, the Cadenza's impressive composure soon began to wane.

With the roads nearly empty, I pushed the sedan into the corners. Kia pegs the curb weight of the four-door at 3,792 pounds, which is about average in this segment, but the strong V6 never felt the least bit burdened. In contrast, the standard disc brakes provided good initial bite, but the pads quickly started to overheat and provide less stopping power with each subsequent corner. But the single-piston brakes weren't the car's Achilles heel – the bulk of the blame should be directed at the soft suspension, which reached the end of its travel more than once, as well as at the aforementioned all-season tires that had me working the brakes as hard as I did.

Despite Kia's mild attempt to make the Cadenza come off as a luxury sedan with a bit of sporty flair (they've even gone so far as to fit steering wheel-mounted paddle shifters), the four-door is simply out of its comfort zone at anything above six-tenths in the canyons. And even if the brakes, suspension and tires had worked in perfect harmony, the wide seats offer very little lateral support for such roads. I found myself continuously struggling to stay in place – these are not issues with sport sedans. Once I reduced my speeds and turned the impressive UVO entertainment (with audio by Infinity) up a few notches, motoring tranquility and serenity were restored to previous levels. Despite marketing materials that allude to "carving through the Swiss Alps," this clearly isn't tuned to be a sport sedan, a conclusion confirmed by Kia executives during a subsequent interview.

I kept records of the road trip, as I often do, and my overall hand-calculated average for 197.2 miles traveled was 21.88 mpg overall. While my number did fall between the EPA numbers (19 mpg city and 28 mpg highway), nearly all of its six-cylinder competitors, including the Toyota Avalon, Chevrolet Impala, Ford Taurus and Volvo S80 will exceed the Cadenza's government-estimated highway numbers. It's a shame that the list even includes the Hyundai Azera, thanks to its slight gearing changes.

Extended periods behind the Cadenza's four-spoke leather and wood steering was very revealing. Once I overlooked whatever misguided sport aspirations it held and I stopped worrying about its slightly thirstier fuel consumption, I was left very impressed with this luxury vehicle. But there was one more thing I still needed to reconcile – the badge on the grille.

On my last day with the Kia, I drove a group of teenagers to high school while I covered the steering wheel hub with my hand. Each young passenger candidly raved about the sedan from their different seating positions. In their own words, they commented on the soft leather, legroom and isolation of the cabin. They played eagerly with the infotainment system, blasted the audio and were impressed when I mentioned that it had nearly 300 horsepower. As we approached the campus, I quizzed them about pricing, and each overshot the number, one guessing tens of thousands too high. Seconds before I dropped them off, I mentioned what brand car they were riding in. There was a brief pause before one of the kids piped up incredulously, "A Kia, really? Wow."

Seven days behind the wheel left me, and a handful of impartial teenagers, convinced that the new 2014 Kia Cadenza has what it takes to challenge for segment leadership. But those who spend $40,000 are often looking for more than just a strong value proposition – many want the prestige of a established premium badge (the automaker sold 8,626 Cadenza sedans in 2013, a partial year of sales, while Toyota moved 70,990 Avalon sedans). Only time will tell if this Korean automaker has finally proven to finicky Americans that the three silver letters on its nose carry more weight than the metal they are enameled upon.

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