2010 Audi A8 Driven By Autocar UK

Autocar UK may be singing praises about the new Audi's flagship sedan but I got a very contrasting view of the Car from Paultan himself who utterly hates the car in terms of styling. Gotta agree on Paul overthere especially when it comes to the exterior. Lets see whether the Audi A8 excels in other department.

What is it?

The new Audi A8 - a car the German car confidently predicts will further enhance Audi’s reputation in the upper luxury ranks and help provide the basis for a further lift in volume to take its worldwide sales over the one million mark for the first time by the end of 2010.

In its previous three incarnations, Ingolstadt’s flagship saloon built up an impressive reputation for style, performance, quality and overall engineering prowess. So it is no great surprise to find these factors at the forefront of the fourth-generation A8 which is planned to go on sale in the UK in the spring.

But with highly regarded rivals like the Mercedes-Benz S-class, BMW 7-series, Jaguar XJ and Lexus LS460, it will need to do more than its predecessor to really make an impression on luxury car buyers in these economically straightened times.

In the metal it looks striking and far enough removed from its predecessor to leave you in no doubt that it is a brand new model. The exterior styling is highly technical and full of subtle nuances that don’t really become apparent until you see it up close.

No official figure has been made for the car driven here, but Audi claims it hits the scales up to 200kg under that of its direct competitors.

At launch there will be three engines to choose from, including a 372bhp 4.2-litre V8 petrol unit in the A8 4.2 FSI and a 350bhp 4.2-litre V8 common rail diesel in the A8 4.2 TDI – the latter endowed with a whopping 590lb ft of torque. For our first drive, however, we’ve gone for the upgraded 250bhp 3.0-litre V6 diesel in the A8 3.0 TDI – a model, Audi says, will easily account for the majority of UK sales.

What’s it like?

In just about every criteria, the new A8 makes a very convincing case for itself. So much so, that it should now be considered an automatic inclusion on the short list of anyone in the market for an up-market four-door. Yes, it’s that good.

With 250bhp, the A8 3.0 TDI delivers enthusiastic performance, exceptional mechanical refinement and, thanks to new measures such as a new eight speed automatic gearbox, brake energy recuperation and a standard stop/start system, truly impressive levels of fuel economy.

As expected, the big new Audi’s best work is done at a steady cruise where the engine’s 405 lb ft of torque and the gearbox’s long gearing combined to provide relaxed and near silent progress at 75mph.

But although the A8 3.0 TDI encourages a measured driving style, it also possesses a good turn of speed through the gears. The upgraded engine is particularly impressive from 2000rpm through to 4000rpm, where it provides a satisfying surge of acceleration. With the gearbox in sport mode, kick down is quick and smooth.

The steering is characteristically light at low speeds for ease of maneuverability around town. But it weights up nicely at speed and, with the rack now mounted lower down in the engine bay and ahead of the engine, the responses are noticeably sharper off centre even if the ratio is much the same as before.

On urban roads the lack of tyre noise from its Pirelli P-Zero 255/45 R19s and suspension thump is truly first rate. Audi says it has focused a good deal of attention at improving ride quality and it is evident the moment you set off down the road for the first time and experience the terrific refinement. There’s a newfound air of control and quietness about the way the advanced underpinnings operate.

The A8 is different to most of its established luxury saloon rivals in that it feels better the harder you drive it. Find a deserted back road and you discover its body control is superb given the overall mass. You can confidently carry big speeds through to the apex and thanks to four-wheel drive there is sufficient front end purchase to give it a pleasingly neutral cornering character.

It is not until you really begin to throw it around that the limitations of sticking a heavy engine up ahead of the front axle line show through, and even then mild oversteer is quickly quelled by a long list of driver aids.

For all of the A8’s improved dynamic ability, however, it is the interior of the new Audi flagship that remains its biggest drawcard. No rival manages to combine such style, comfort and solidity. Read the rest of the entry here

CAR Reviews The 2010 VW Golf Bluemotion 1.6 TDI

Should I or should I not get the eco friendly Golf. Here is CARMAGAZINE UK sharing their opinion :

Eco-friendly cars are often grim, hair-shirted things that you suffer as penance for your emissions, even though they pump out less CO2 than their standard brethren. But the new VW Golf Bluemotion is none of that. It doesn’t look funny (it runs alloys and a lowered ride height), it’s not made of egg cartons inside (splash out £120 on leather wheel and gearknob for the full, plush Golf effect), yet it sneaks below 100g/km for free road tax, and promises 74.3mpg.

Even better, the new 2010 Golf 1.6 TDI Bluemotion offers start/stop tech, regen braking, sill extensions (plus those alloys and lower suspension for better aero) for just £785 more than a similarly trimmed standard S 1.6 TDI – and it offers 11.5mpg more than that car.

Surely there’s a catch?

If there is, it isn’t immediately obvious. Really you just have to alter the way you drive to suit the green tech. And that’s not hard.

The start/stop system works seamlessly, so long as it’s not below 5deg C outside (when it switches out), so you soon get used to the engine petering out while you wait at the lights only for it to thrum into action again as you depress the clutch and go for first. You won’t catch it out and find yourself stranded at a junction unless you’re really clumsy.

Having only five ratios at your disposal might sound a bit old-tech, but they’re really long ratios, so you surf the 1.6 diesel’s torque instead of ragging it towards the redline, which is quite mollifying yet makes for smooth, and still satisfying progress.

Hmm, mollifying. Do you mean the Golf Bluemotion’s slow?

Not at all. While 0-62mph in 11.3sec means this is no hot hatch, in practice you never feel shortchanged. Torque peaks at 185lb ft, all from just 1500rpm, and so long as you’re in that band there’s ample shove.

The gearshift indicator isn’t always on at you to shift up either. Chugging away in too high a gear is no more economical than slamming into the red-line, so the Golf’s dash display will remind you to drop a cog if you’re in danger of bogging down.

Add that slug of torque to the long fifth gear and you’re in for loping motorway refinement too. This is a very relaxed cruiser.

Refined. Relaxed. Boring, then?

Get straight in this after a cross-country thrash in a Golf GTI and you’ll miss the pace, there’s no doubt. You’ll miss the reactions and sharpness too, but you’ll recognise the genes. Face-off a set of B-road bends in the Bluemotion and you’ll be rewarded with excellent poise and balance. Don’t mistake low-rolling-resistance for lack-of-grip, either.

The Golf Bluemotion will cling on and bites deep into sharp corners. You might wish there was a little more feedback from the wheelrim, but you won’t be plagued by roll or early wash-outs. Fun? It’ll certainly raise a modest smile.

How about that Golf quality of finish?

All present and correct. There’s no compromise on space, obviously, but if you want easier access to the back seats, splash out an extra £585 on the five-door.

What really sets out the Golf from the mid-sized hatch pack is refinement, and the Bluemotion scores big-time here. It’s genuinely hushed, keeping wind, road and engine noise to a minimum – the latter remarkably so. Feels and sounds quite premium in here.Read The verdict here

2009 Renault Clio Reviewed By Autoexpress

• Rating:
• On the road price: £11,085 - £17,385
• For : Comfortable, roomy cabin, refined diesels
• Against : Steering lacks feel, poorly resolved facelift

Styling/image
A facelift four years after the Clio’s initial launch in 2005 has introduced a more modern appearance that takes many of its styling cues from the New Megane, At the front there’s a reprofiled nose that features larger, swept back headlamps, while the rear gets a new bumper and tailights. As before there’s a choice of three and five-door hatchbacks together with a versatile Sport Tourer estate. There are six trim levels to choose from – Extreme, Expression, Dynamique, GT, Privilege and Initiale. At the top of the range is the scorching Renaultsport 200, identified by its muscular flared wheelarches, black grille surround and bodykit.

Interior/practicality
The cabin has always been one of the most spacious in the supermini class, with room for five adults at a pinch. Hatchback models feature a useful 288-litre boot that can be extended to 1,038-litres with the rear seats folded flat. Go for the Sport Tourer and these figures increase to 439-litres and 1,277-litres respectively. Whatever bodystyle you plump for you’ll get the same well laid out and solidly constructed interior. Dynamique models and above get a classy soft touch dashboard finish and air-conditioning.

Driving experience
Like its predecessor the Clio serves-up a fine balance between ride and handling. Turn into a corner and the Renault displays poise, grip and balance, while the supple suspension effortlessly soaks up poor surfaces. Only the numb electrically-assisted steering spoils the dynamic. For ultimate thrills there’s the Renaultsport 200, which is made even sharper with the optional, lower and stiffer Cup chassis. This model is a true performance bargain, delivering driver involvement to match much pricier machinery.

Engines/performance
The smooth and quiet 1.5-litre dCi diesels are the engines to go for, with both the 85bhp and 106bhp versions delivering enough punch effortlessly keep up with more powerful machines and 60mpg fuel returns. The latter unit comes with a six-speed manual gearbox for relaxed motorway cruising. The range of five petrol engines is a mixed bag. The 1.6-litre VVT comes in two states of tune (108 and 126bhp) and both feel strained, while the 73bhp 1.2-litre struggles most of the time. However, the muscular and responsive turbocharged 98bhp 1.2-litre is excellent and isn’t that far behind the diesels in terms of filling station performance. The Renaultsport's screaming 197bhp 2.0-litre unit is a masterpiece and delivers blistering performance.

Ownership costs
The Renault isn’t the cheapest supermini on the market and it also suffers from weak residuals – it’ll have retained only around 40 percent of its value after three years. However, it’s no worse than the Ford Fiesta and other mainstream rivals. The diesels have the best running costs, with a small appetite for fuel and an annual tax bill of £35. The petrol cars are thirstier, and fall into more expensive VED bands.

Safety/environment
Renaults usually do well in crash tests, so the Clio’s five stars from EuroNCAP is no surprise. All models have at least six airbags as standard (Dynamique, Privilege and Initiale trims have eight), Isofix and ABS. Buyers swayed by low CO2 emissions should look to the diesels which produce between 115-123g/km depending on the model.


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Audi A4 Car review

Autoexpress :

• Rating:
• On the road price: £21,470 - £33,705
• For : Stylish looks, excellent to drive, refined and desirable
• Against : Limited range of trims, evolutionary looks

The A4 is now the equal of the BMW 3-Series and Mercedes C-Class. The latest models finally drives as well as they look, thanks to a sharper chassis and strong engine line-up.

Engine/Performance

You get a choice of two petrol powerplants - a 1.8 TFSI and a 3.2-litre. The smaller unit is turbocharged and gives the A4 a surprising turn of speed, while the thirsty 3.2-litre sounds good and is genuinely rapid. However, most buyers will pick one of the excellent diesels. The torquey 2.0-litre TDI unit will return over 50mpg, while V6 2.7 and 3.0-litre oil-burners are smooth, powerful and serious rivals for larger petrol motors.

In terms of driving dynamics, the A4 is now among the class leaders. The steering is sharp and the turn-in positive, although the ride on all models can be upset by poor surfaces. A firmer suspension set-up features on S line trim, along with larger alloy wheels. The twin-clutch DSG gearbox is excellent and a worthwhile option, as is the Audi Drive Select (ADS) system, which allows you to optimise the power steering and adjust the dampers and sharpen throttle response. Read More

Motortorque .Com :

The all new and much larger Audi A4 saloons might be classed as ‘upper medium’ sector cars with ‘premium’ positioning but size wise the newcomer is almost as large as the previous Audi A6. Initial reports from an early press launch held with left hand drive models in Sardinia was that the new A4’s ride comfort was suspect with the suspension being bouncy and unable to absorb potholes and poor road surfaces. The SE versions we tried didn’t suffer in the same way. The ride comfort was excellent, handling was well balanced and the suspension absorbed holes and ripples in the tarmac effortlessly. I would suggest that the S Line specification will provide for a firmer ride and the bigger optional wheels on offer should be avoided. Read more

Topgear :

Our verdictThe new Audi A4 is the first in a new generation of Audis (A5, R8 included) that have learned how to ride. A wonderfully engineered bit of kit that still manages to be just that little bit boring. They gave the Audi A4 12/20. read more


Roadtestreports Uk :

The ride and handling of the new A4 maintains high quality that Audi have provided over the years. Steering is accurate although slightly heavy, while the supple suspension does a fine job of absorbing bumps and imperfections on the road, even with the added 18” alloys and low profile tyres which exceeded expectations. The footrest seemed a little to far away compared to previous models but still a comfort to drive. The combination of tidy handling, excellent refinement and decent performance makes the new model a strong all-round dynamic package. Read more


Autotrader UK :

4. Ride and Handling Audi has been criticised in the past for not offering class leading ride and handling qualities, but the German car maker has taken care to ensure the same comments can't be levelled against this model. The Audi A4 feels composed at speed, and rarely gets caught out by sharp bends or unforgiving road surfaces. The ride is also excellent, soaking up bumps with ease, but never at the detriment of comfort. Enthusiasts might argue the BMW 3 Series; with its rear-wheel drive layout is the better driver's car when driving hard, but in all other aspects the Audi reveals itself as a very competent car. 9/10. Read More

Car review : 2009 Renault Sport 250

The Renault Sport 250 is arguably the hottest-ever RenaultSport Megane hatch. Two versions are available that is the Sport & Cup. The Sport costs more because of its higher standard equipment (climate control, electric leather seats, automatic lights and wipers and more), but the lighter Cup with its more aggressive chassis setup is the one for trackday regulars – and its lesser spec means it’s £1000 cheaper at £21,995.

Both variants of the Megane RS (that's short for RenaultSport) are fitted with a 2.0-liter turbocharged four-cylinder engine that makes 250HP at 5,500 rpm and 340Nm of peak torque at 3,000 rpm. The six-speed manual gearbox completes the drivetrain propels the RS from o-100km/h in 6.1 seconds and the 1,000-metre standing start said to be covered in 25.7 seconds.

How much?	£21,995
On sale in the UK:	Now
Engine:	1998cc 16v 4cyl turbo, 247bhp @ 5500rpm, 251lb ft @ 3000rpm
Transmission:	Six-speed manual, front-wheel drive
Performance:	1387kg/steel
How heavy / made of?	4299/1848/1435
How big (length/width/height in mm)?	6.1sec 0-62mph, 156mph, 33.6mpg, 195g/km

Here are what the experts have to say about the Car :

Channel4 : Channel4 Review of Renault Megane RS
CAR :

How does it drive?

It’s a corker. The electrically assisted steering is much nicer than the previous generation Megane's, having a more progressive build in weight away from the straight ahead, seamlessly increasing its resistance in proportion to your efforts. The gearchange, too, is much improved. It still feels fairly long of throw, but the engagement feels tighter.

The standard 250 Sport comes without the CUp's limited slip differential, but its grip and the way it powers through turns could fool you into thinking otherwise – you can get on the power stupidly early, and the more power you feed in, the more keenly it pulls through the bend.

The engine lacks character (its just a flat roar of boost), and it takes a good 2500rpm to properly get into its stride, but it is still tractable from down low and it charges to its 6500rpm with impressive eagerness. That said, this chassis could easily cope with more. Read More

Car Enthusiast :

A chasm has hitherto existed between the spongy setup of Renault's regular output and the unyielding hardness of Renaultsport's versions - but the Sport RS250 gets the blend spot on. It's firm, but there's an underlying suppleness that prevents it from smacking into potholes and thumping back to ground over crests, yet all the while the body is kept firmly under control.

However, that composure - and the fact the cabin lacks drama - almost belies the savage nature of the way the RS250 gathers speed. The engine note doesn't help either, because at the peak of the rev range the four-pot turbo sounds boisterous rather than tuneful. However, aware of that, Renault has dialled in a loud induction noise that gets more prominent with a prod of the ESP button (aka Renaultsport Dynamic Management). Switchable between on, Sport and off, the button progressively sharpens up the throttle mapping and offers peak torque (251lb.ft) slightly lower in the rev range, as well as loosening up or turning off the stability nannies.

But because it puts all those horses down without a hint of anguish (thanks partly to a torque limit of 236lb.ft in first gear) the feeling can be one of a car perhaps lacking all the visceral edge you'd want. Rapid and composed, yes, but a little too sensible for its body kit.Read More

Car Review : Ferrari 458 Italia

The Ferrari 458 Italia was officially revealed to the public during the Frankfurt Motor Show this year. The Italia will set you back at least £149,246 excluding VAT in the UK, €162,900 in the europe & $240,000 in the US. Prices may vary at according to trim & equipments.The following is the spec list together with views from the experts.

Ferrari 458 Italia Technical specifications

Dimensions and weight

Overall length 4527 mm/178.2 in

Overall width 1937 mm/76.3 in

Height 1213 mm/47.8 in

Wheelbase 2650 mm/104.3 in

Front track 1672 mm/65.8 in

Rear track 1606 mm/63.2 in

Kerb weight* 1485 kg/3274 lb

Dry weight* 1380 kg/3042 lb

Weight distribution 42% front - 58% rear

Boot capacity 230 l/8.1cu ft

Fuel tank capacity 86 l/22.7 US gall./18.9 Imp. gall.

Tyres

Front 235/35 20" x 8.5"

Rear 295/35 20" x 10.5"

Brakes

Front 398x223x36 mm/15.7x8.8x1.4 in

Rear 360x233x32 mm/14.2x9.2x1.3 in

Engine

Type V8 - 90°

Total displacement 4499 cc/274.5 cu in

Bore/stroke 94x81 mm/ 3.7x3.2 in

Maximum power 425kW** (570CV**) @ 9000 rpm

Maximum torque 540Nm (398lbs/ft) @ 6000 rpm

Specific output 127 CV/litre/1.55 kW/cu in

Maximum revs per minute 9000 rpm

Compression ratio 12.5:1

Performance

Maximum speed >325 km/h/>202 mph

0-100km/h (0-62mph) <3.4s>

0-200km/h (0-124mph) 10.4s

0-400m (0-437 yards) 11.3s

0-1000m (0-1093 yards) 20.3s

100-0 km/h (62-0 mph) 32.5 m/106.6ft

Dry weight/power ratio 2.42 kg/CV/7.16lb/kW

Fiorano lap time 1'25"

Fuel consumption and CO2 emissions

Fuel consumption***(European market version) 13.3 l/100km

CO2 Emission*** (European market version) 307g CO2/km

Transmission and gearbox

F1 dual-clutch transmission, 7 gears

Electronics

E-Diff3, F1-Trac, High-Performance ABS

*with forged rims and Racing Seats

**Including 3.7 kW by ram effect

*** ECE+EUDC combined cycle

EVO Magazine:



Car & Driver :

The Feel

Turns out, driving the 458 quickly is practically effortless, like strapping on parabolic skis or doing square roots with a calculator. With an 11.5:1 ratio, the steering is unbelievably quick and surprisingly light, as though the front axle were barely touching the ground. Still, the grip is tenacious, the turn-in to a corner so fierce and direct that you’ll swear it has a rudder tilling the asphalt.

The Experience

Inside, the cabin is slightly larger than the F430’s, and there’s more space behind the seats for golf clubs or small bags. Ferrari has moved more controls onto the electrically tilting and telescoping steering wheel, pruning all column stalks and putting wiper and headlight controls at your thumb tips. Because the column stalks are gone, the shift paddles are longer and easier to hit, and the hyperquick steering means you’re only spinning the wheel 90 degrees off-center in U-turns.

The five-position manettino rotary switch on the wheel governs traction control and stability control and throttle, suspension, and shift settings. It has a new option called “CT off,” or “a driver’s parachute,” according to De Simone. This is a new, high-threshold setting for the stability control that allows so much oversteer that you can be looking out the side window before the computer will intervene to prevent a full spin. We used it to great effect on a mountain switchback to do some no-fear fishtailing silliness for the camera. As we said, easy. Another steering-wheel button allows you to reset the magnetic shocks to a softer setting even if you’re still in the hard-core “race” or “CT off” mode. That’s great for Italy, where lumpy pavement in the mountain passes can toss your cookies around.Read More

Automobile Magazine :

Maranello, Italy -- Ferrari does it again. The 458 Italia raises the bar for mid-engine exotic sports cars to new heights.

I’ve just driven the 458 Italia, the latest in Ferrari’s lineup of mid-engine V-8 sports cars. These are the cars that, in the modern era, have cemented Ferrari’s status as maker of the most desirable sports cars in the world. The 458 succeeds the F430 Scuderia, which followed the 360 Modena, which came after the F355. Before that we had the 308/328/348 series, but it’s really the 360 Modena that, a decade ago, really put Ferrari back on the map.

Some Ferrari fans didn’t care much for the styling of either the 360 Modena or the F430 Scuderia. Even as they conceded that the cars drove brilliantly, they pined for the classically clean lines of the F355. For them, the 458 Italia’s debut at the 2009 Frankfurt Motor Show in September must have been a red-letter day, because this Pininfarina design is drop-dead gorgeous. Did you think it looked good on the show stand, or in the published photographs you have seen in print or on the Web? Wait until you see the car on the street. It will not just turn your head, it will make your head spin around like a top.

The 458 is wide, low, lean, lithe, and luscious. The rear view is the most compelling, with the car’s triple exhaust pipes, the visible diffusers and venturi ducts, the silver prancing horse above the license plate, and the simple but evocative round taillights at the far upper corners. Unlike the F430, with its excessively slashed body sides, the 458 has clean body sides and relatively modest ducting. The pinpoint bi-xenon headlights and the LED eyebrows that spring back from them are delicate in appearance yet delightful to the eye. It’s all quite yummy, and that’s even before you take a gander through the rear glass and behold the redheaded Ferrari V-8 on display.Read More

CAR :

Baby Enzo, anyone? The Ferrari 458 Italia’s a dead ringer!

Funny you should say that, because not only does the 458 bear a striking resemblance to the legendary supercar flagship, it can actually lap the Fiorano circuit in the same 1min 25sec. That’s the same as the stripped-out Scuderia by the way, and 2sec quicker than the F430 it replaces.

Impressive, but with the eco-conscious Mille Chili concept from 2007 fresh in my mind, I’m guessing that this thing weighs 1000kg and has a hybrid motor stuffed behind the seats?

Not exactly, but the 458 does employ some of the Mille Chili’s ideas, including active aerodynamics. Two fins located at either side of the front grille are designed to deform at speed, partially blocking off the grille needed to cool the front-mounted radiators at low speeds and directing the air around the car, reducing the drag co-efficient. Read more

2009 BMW X6 Hybrid Car Review

Here is the compilation of what the experts have to say on the 2009 BMW X6 Hybrid which will help you make your purchasing decision.

Vital Statistics
Engine: 4395cc V8, twin-turbo, two electric motors and Nickel Metal Hydride battery, 485bhp @ 5500-6600rpm, 575lb ft @ 1750-4500rpm

Transmission: 7-speed automatic, xDrive permanent 4-wheel drive
Performance: 5.6sec 0-62mph, 155mph (limited), 28.5mpg, 231g/km CO2
How heavy / made of? 2525kg, steel/aluminium
How big (length/width/height in mm)? 4877/1983/1697










Automobilemag :

The X6 will switch off the V-8 at speeds up to 36 mph, and can travel up to 2.5 miles on electric power alone. The system is very willing to keep the gas engine switched off in city traffic, and the result is an enormous gain in fuel economy. The EPA highway rating climbs 1 mpg to 19, but the city rating jumps from 13 mpg to 17, a tremendous 30-percent improvement.

There are a few drawbacks, of course: the electronics module on top of the V-8 requires a bulge in the hood that makes the X6 look in desperate need of a nose job. The hybrid system adds weight to an already obese vehicle; pushing the ActiveHybrid X6’s weight to 5688 lb. Perhaps that’s now too much weight for the suspension, as the hybrid X6’s ride is slightly harsh and bouncy. Read More

CAR magazine :

Hardly, but the X6 plays all the usual hybrid tricks. The motors act as generators under braking (electricity is stored in a nickel metal hydride battery with a capacity of 2.4kWh located underneath the boot floor), which is then used to power the motors when driving under electric power alone or when supplementing the V8.

BMW claims the ActiveHybrid X6 will accelerate from 0-62mph in 5.6-seconds and hit 155mph, despite weighing a frankly absurd 2525kg – 260kg more than the conventional xDrive50i fitted with the very same V8 engine.Read More

Green Car Reports :

It works. Under light, moderate, and full acceleration, the ActiveHybrid system's up- and down-shifts felt just like a standard automatic transmission. Engine speed was directly proportional to road speed in each "gear," rising and falling with throttle input.

Acceleration from 0 to 62 miles per hour is 5.6 seconds, equivalent to the xDrive 50i.

But the ActiveHybrid X6's liquid-cooled, 2.4-kilowatt-hour battery pack can also propel the car in electric-only mode up to 37 miles per hour and, under specific circumstances, for up to 1.6 miles.Read more

Car Review :The 2010 Kia Sorento by Autoblog

Here is the review of the latest Kia Sorento done by Autoblog.

First off, let's talk style. We happen to think the Sorento, though perhaps a bit dated this far into its life cycle, has always been one of the better looking SUVs on the market. While the old and new machines look entirely different from one another when placed side-by-side, that attractive tradition carries on with the 2011 model. Blur your vision a bit and it would be easy to mistake the '11 Sorento for any number of midsize CUVs, but take a little time to pick out the details and you'll likely be pleased.




Starting up front with a grille that's becoming a trademark of Kia Design Director Peter Schreyer (he of Audi TT fame) and is quickly spreading across the rest of Kia's lineup, there's an easily recognizable link between this Sorento and the aforementioned Forte sedan. When it comes to Kia's recent design direction, sharp, geometric shapes and creases are the name of the game, especially noticeable in the case of the Sorento as the eye is drawn to the vehicle's deeply chiseled window sills and rocker panels.

We don't often comment on specific colors on our first drives, but in this case we think it's worth mentioning that the 2011 Sorento puts its best foot forward when painted up in metallic tones and lighter shades, which allow more contrast between the flat surfaces and those angular wedges and indentations. Dark shades and jewel tones seem to mask these – we asked around to verify our initial opinion and found many fellow testers agreed with our assessment. Whatever the case, the Sorento isn't likely to offend and introverted drivers should find that it easily blends into its surroundings.



The term "all-new" is surely one of the most overused phrases in all of autodom, but this is one of those times when it truly applies. This Sorento really is completely different from its predecessor. In fact, the only thing that the 2011 Sorento shares with the 2010 model is its nameplate. Underneath the new sheetmetal is a new unibody structure that replaces the old body-on-frame architecture of the last-gen model. Length is up a little under four inches while the wheelbase, at 106.3 inches, actually shrinks by a smidge. One very important bit made possible by the lack of a full steel frame underneath is a weight reduction of about 400 pounds. In this day and age of rapidly expanding waist lines, that's a big deal. Look underhood and you'll be greeted by one of two powerplants – either a 2.4-liter four cylinder with 172 horsepower and 166 pound-feet of torque or an optional 3.5-liter V6 that puts out 273 hp and 247 lb-ft.

Propping up the front are independent MacPherson struts with coil springs; at the rear is a fully independent multilink arrangement. Ground clearance sits at 7.2 inches, which strikes us as more than enough considering that very few owners will ever venture off-road anyway. Sitting relatively close to terra firma means entering the Sorento is a breeze for both front and rear passengers. Once inside, there's plenty of room for occupants both up front and in the second-row. And the extra two perches out back? Yeah, pretty much exactly as you'd expect – for children, chihuahuas or chia pets only. Interior space is up a useful 15 percent for a total of 103.9 cubic feet. Put those rear-most seats down and you'll find plenty of cargo space (a max of 72.5 cubes with all the seats stowed away) with a nicely-shaped opening through the single-piece rear liftgate and a good amount of floor space. You'll note, though, that there isn't a great deal of stowage available with the seats up – just 9.1 cubic feet. So configured, our camera bag fit with room to spare while our standard carry-on overnight luggage did not.




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