Comments by "Stephen Hendricks" (@stephenhendricks103) on "TheStraightPipes" channel.

  1. Interesting fact. It's widely assumed that minivans were the choice of "soccer moms" and the category has nearly died because males opted for SUVs. In fact, the opposite is the case. Market research indicates that males appreciate the versatility of vans and it's women who shifted their allegiance to SUVs out of a belief that they were "safer" than vans, provided more visibility with elevated seating, and didn't stigmatize women who drove vans as those soccer moms.
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  2.  @simplicated99  Wheelbase comparisons are less critical in this case than overall length and interior room.
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  3. I own both a KIA (Sorento) and a VW (GTI). I love them both so there's no brand bias here in a choice between the Arteon and the Stinger. I've driven both vehicles and if I were choosing between the turbo4 engines in each, I'd opt for the Arteon without question. Comparing the Arteon to the higher spec 3.3L V6 in the Stinger and the choice is more difficult. I think Mr. Biermann and his colleagues at Hyundai/KIA have done a remarkable job of building an American-ized version of a European GT sedan at a reasonable price. But I think the differences between the Stinger and the Arteon highlight the different perspectives of Americans (both north and south of the Canadian border) and Europeans in terms of what "performance" means. There's a reason that Americans invented drag racing while Europeans invented rallies. Road racing in America often means circling high banked ovals in stadiums while Europeans think of road racing on public roads or tracks designed to emulate them. For Americans "performance" often begins and ends with straight line acceleration to 60 mph and quarter mile times. For Europeans "performance" in a GT sedan often means traveling in comfort at 100 mph+ on superbly maintained highways or threading roads often laid down originally by the Romans two millennia ago. VW has a history of trying to interest Americans in the Euro-spec vehicles with almost no success. Americans want larger, cheaper VW's than Europeans. The Arteon represents still another effort along that line. (One exception for the Arteon. The North American version uses a conventional 8 speed transmission while the Euro version has a DCT.) I have no doubt that more Americans will choose the Stinger over the VW. But for those who value a true European GT driving experience with accommodations for four the Arteon outpoints the Stinger.
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  4. Obviously, the boys ain't skiers.
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  5. Good review and an excellent entry in the "Goldilocks" (i.e. tweener) sized crossover category. However, along with every other review I've seen there's no mention that the Santa Fe is a two row, four cylinder turbo version of a Kia Sorento. Same size. (The Santa Fe is one inch shorter.) Same weight. (Oddly, the Santa Fe is a few pounds heavier.) Same passenger space in the first and second rows. Almost identical overall cargo space. Same transmission. Same suspension. Same AWD systems with the same center locking differential. Same ground clearance. Kia dropped the turbo4 from the Sorento lineup in 2018. Hyudai picked it up for the Santa Fe. Likewise, Kia dropped the two row option in 2018. The Santa Fe picks up exactly the same configuration with identical under-floor storage in the space the Kia devotes to storing the third seat row. Worth noting that the under floor storage in the Santa Fe is a nice feature but access depends on the cargo floor being empty. So it's a good place to store smaller items you don't need often but not for large items or stuff you need to access when the regular cargo space is being used. Slightly different interior materials in the Ultimate Santa Fe trim versus the KIA SX-L (The SX-L has somewhat more upscale interior materials) but the overall look and feel are nearly identical with the same infotainment screens, (though the Sorento has its screen integrated into the center stack). Same switch gear in the same places. Identical safety and driver convenience systems. (e.g. BLIS, ACC, Lane keeping, etc.) Don't need or want third row seating? Want a turbo4 engine? Take the Santa Fe. Want the same vehicle with a reasonably sized third row of seats for occasional use and think a V6 is better suited to this class of vehicle? That's the KIA Sorento. There is a price difference at the top trim levels. Not surprising since the Santa Fe is being pitched as a competitor to the CR-V and Rav4 (though it's somewhat larger than either one) while the Sorento competes against three row midsize crossovers like the CX-9, Highlander, etc. But given the typical discounts from MSRP for Kia's and Hyundai's it's unclear just how much the difference actually amounts to. All in all, each vehicle is a strong contender in the growing category of "tweener" crossovers positioned between "compact SUV's" and much larger "midsize" vehicles. Depending on one's priorities each deserves a serious look.
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  6. Hear, hear! For long freeway slogs I figure the combination of adaptive cruise control, a very quiet cabin, and the extending thigh support in my Kia Sorento adds at least an hour between rest stops. Maybe millennials don't experience the same benefits but we middlennials (and older) drivers REALLY like those features.
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  7. One further bit of useless trivia. The K900 is known as the K9 in Korea. When it was introduced in English speaking markets KIA apparently decided to avoid jokes about the car being a dog.
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  8. The CX-5 is good looking and has the signature Mazda handling. But each of the Mazda crossovers sacrifices passenger and cargo space compared to their competitors. (The CX-9 is the worst.) The exterior design with an extended hood looks good but forces significant compromises in terms of utility.
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  9. If memory serves, virtually every new generation of Golf variants (e.g. GTI and Golf R) is met with cries of despair from the previous generation that the vehicle has been ruined. The MK8 generation is no exception. It might be worthwhile to consider that virtually every review I've seen of each variant points to significant improvements in power (including the benefits of lower RPM peak torque) and improved suspension and handling. Furthermore, the availability of eye candy in the form of the highly configurable dash and heads up display has drawn praise. It may seem obvious but apparently it's necessary to point out that those changes don't come at no cost either in terms of design or production, especially when the development and production costs of the previous generation have long since been paid for. Thus, to keep the MSRPs constrained, it's necessary to find cost cutting measures somewhere. It's clear that VW has done so by cheapening some controls and overall interior designs and materials. As an owner of a Mk7.5 (Autobahn) GTI I share some of those sentiments. And I'm unlikely to benefit greatly from more HP and torque or eye candy that doesn't tell me more than I already can access on my vehicle. On the other hand if I were using my GTI on the track frequently I suspect I'd be happy to make the trade VW has made available in the MK8. And if I felt I was at the upper limit or performance or handling on my current ride I'd look forward to considering the MK8 GTI or Golf R. And I'd be grateful that the price increase in the new models are no more than they are.
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  10. This is the second review of the GLI DSG I've seen that notes the fact that the transmission automatically upshifts when set in manual mode. If that's the case it's quite different from the behavior of the same transmission in the GTI. I initially believed it was a failure on the part of the reviewer to engage manual mode properly. Now I'm not so sure. Here's the way the DSG works in my GTI. (1) Move the console shift to the right. That locks the transmission in manual (i.e Tiptronic) mode. (2) Select the desired gear with either the paddles or the console shifter (forward for upshift, backward for downshift.) Following that procedure the transmission stays in the selected gear all the way to redline. No automatic upshifts. While in manual mode the transmission will automatically downshift to second gear as one slows to a stop, first to second gear at about 5 mph and then to first gear as the car comes to a stop. Otherwise, however, the car remains in the selected gear regardless of throttle position and acceleration. It is possible to select manual mode temporarily by use of the paddles alone without moving the console shift to the right. If the transmission is in "auto" mode and either of the paddles is used the transmission changes to manual mode and can be controlled by the paddles for a short time. However, the car will revert to "auto" mode and automatically upshift after a few moments. Is it possible that was the procedure you guys followed? In addition to the possible difference between the GLI and GTI there's one other possibility. My GTI is a 2018 model with the six speed DSG. I haven't seen any reviews of the 2019 GTI with the seven speed DSG that mentioned any automatic shifts but I suppose it's possible the reviewers missed the behavior. In any event if the DSG behavior in the GLI is as you describe it, it's a big disappointment. And assuming it doesn't apply to the GTI, it's a significant difference between the vehicles despite supposedly having the same engines and drive trains. EDIT: Did some further checking with my local VW dealer and more importantly with my local APR tuning shop, Achtuning, who perform more tunes on VW's than just about anyone in the country. As I suspected, there's no difference between the DSG transmission tuning in the GTI and GLI. Furthermore, if the transmission is put in Tiptronic mode with the console shifter it will hold a selected gear up to redline. At that point it will upshift but not before.
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  11. Is the power dip at 4500 RPM similar to the infamous torque dip in the BRZ/86? Seems too similar to be coincidental.
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  12. The more direct reference is to the Telluride ski resort located near the town. It's one of the best and most upscale ski spots in North America.
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  13. If you can find one, it's a bargain. The GT is selling for under $25K here in Washington State. Strong, reliable V6, nicely appointed, very roomy, especially in the back seat, good looking elegant design. Lacks some bells and whistles such as factory navigation but it does have CarPlay/Android Auto. Drove one extensively a few weeks back and for the price I was impressed. Unfortunately, it's a limited edition that won't be available in the 2019 model year. So grab one while you can.
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  14. Yum, yum. I do have some qualms, though. There's a reason that tennis balls come in cans with three or four balls. It's not because you lose them; it's because they wear out. A month or two of playing with them and my balls are ready to be the dog's chew toys. (Yes, I see what I said there.) So I do wonder about the durability of the fuzzy interior. Second, I've owned a couple of Volvos. Loved them but found each to have a never ending series of small annoying issues that required dealer intervention. Nothing big but still annoying. Maybe Volvo no longer suffers from such problems but personal experience does prompt caution. Finally, at the price point for the XC40 I think comparisons with the Acura RDX are inevitable even though they're in somewhat different size categories. I'm long past the millennial category but I think I'd (perhaps regretfully) opt for the Acura.
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  15. Considered this pretty seriously when I was replacing my 2013 GTI with a new car that was suitable to be shared with my soon-to-be-driving teenage daughter. I'd liked the 2.7L V6 in the Ford Edge and thought it might work well in the Fusion. However, compared to the Accord 2.0L Touring and the Mazda 6 Signature trim, it didn't make the cut. Strong points were AWD, which it obviously needed with that engine, and straight line performance. Also, considering that it will soon be discontinued I suspect it will be semi-collectible in a few years, much like the now dead Taurus SHO and the Chevy SS. And while the MSRP is over $40K (USD) I found I could get one for about $8K less than that. Weaknesses were MPG's (Have to feed that V6.) , interior materials, fit and finish, and handling. It's a heavy car, especially on the front end. And while it might be fine in Kansas with its long, long straight roads, I live in the Pacific NW (US version) where mountains and curves are common. The self-adjusting damping and pothole detection are trick but don't make the Fusion a sport sedan. Bottom line is that it might be a "Dad's car" but not this dad. The Honda Accord, Mazda 6 and even the Camry V6 XSE all outpointed the Fusion for me. A Subaru Legacy? Not even on the radar. So what did I do? I replaced the 2013 GTI with a 2018 GTI. Just couldn't face the prospect of not having one in the garage. P.S. Great review as usual, guys.
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  16. The lesson is "don't buy a small cup of coffee." A "venti" is the only acceptable size. But if you have to have a demitasse, add the distracted video footage of trying to pry it out of the cupholder.
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  17.  @TerribleUsernameAmirite  Hyundai felt, correctly I think, that the Veloster N with its lower price point and lighter weight would attract enough additional buyers to make it more profitable in the US. In general it appears that Hyundai decided to introduce one or the other vehicle in most, if not all, national markets. Europeans get the i30N reflecting the appeal of sports sedans in those markets while North Americans get the "hot hatch" Veloster N, instead.
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  18.  @GraysonCarr  That's an understandable choice for you, Grayson. Though the new Santa Fe wasn't yet available when I purchased an SX-L version of the Sorento earlier in 2018, I think I would still make the same choice today. Here's why. We're a family of three and a half (My wife, myself, our teenage daughter, and a big dog) so we could have gotten along most of the time with a two row crossover. But while we use the third row only occasionally, it's very convenient when we chauffeur our daughter and several of her friends, especially when putting them as far as possible away from the driver is a plus both for the adults and the teenagers. :) It's also a big advantage when the third row means the difference between taking a single versus two vehicles on a local outing. Of course, many folks don't face those challenges but for us the third row of the Sorento was a major advantage, especially since it is actually usable and wrapped in a package that's more compact than its competition. Second, the Sorento is my wife's daily driver and our family truckster for long slogs on the freeway. For those duties the V6 is smoother and quieter with more linear performance. I like turbo 4 engines. I have a VW GTI. But for the size and weight of this class of vehicles I think a naturally aspirated V6 is more appropriate for us. Again YMMV. Finally, you're certainly correct that comparing MSRP's makes the Santa Fe more affordable. But real world negotiations can paint a different picture. The MSRP for our Sorento was a bit over $48K. I purchased it for $40K. I don't know, of course, what deal I could make for the Santa Fe but I suspect that the discount on the SX-L KIA is significantly more than the Ultimate trim of the Santa Fe. MSRP comparisons are useful as a starting point when assessing the cost of a vehicle but if one is serious about a particular vehicle, it's important to determine what a particular dealer is willing to offer. Bottom line is that you and I purchased different vehicles because we have different priorities. That's why I take reviewers' list of the "best" vehicles with a very large grain of salt. I think you purchased an excellent vehicle given your priorities. I'd say the same about our choice.
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  19. OK, Boys....(and I use the term intentionally), try recommending the MT while driving for hours in near gridlocked traffic in Seattle (or Toronto). Suffice to say you'll learn to appreciate the DSG, especially considering that you can put it in manual mode and hold the selected gear all the way to redline. (And with an APR tune hold it at and beyond redline.) A manual transmission is great fun on empty roads or a track (I have a VW CC with a rare MT.) but for those whose lives consist of dealing with the delights of urban traffic, a DSG has more advantages than simply better performance and greater fuel efficiency.
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  20.  @danitimnev2102  Let's try this in terms metric challenged Americans can understand. :) The Tucson is 176 inches in length. The CRV and Rav4 are each about 181 inches in length. Interestingly, the Mazda CX-5 is only 179 inches long. The Santa Fe is about 188 inches in length. The Ford Edge is the same - 188 inches. The Honda Passport is about 190 inches long. And the Kia Sorento (with three row seating) is 189 inches in length. And just to make things even more confusing, the VW Tiguan is 185 inches long. Is it in the "tweener-tweener" category? There are no hard and fast rules about these categories but at least in terms of overall size (though not interior space) the Santa Fe is most comparable to other "tweener" size (and usually two row) crossovers. However, quantitative specs don't tell the whole story. Hyundai thinks consumers are likely to cross-shop the Santa Fe with the CR-V and RAV4 and I suspect they're right.
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  21. Neo Sorry, but major manufacturers based their product planning on extensive market research focused on what consumers want to buy, not on what self-selected "enthusiasts" post on the internet. If there were a major demand for sedans among American consumers Ford wouldn't be exiting the market, altogether.
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  22. The Genesis SUV will be built on a different platform than the Telluride and Palisade.
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  23.  @midnitestate  That's not accidental. North Americans find "rugged luxury" very appealing. The rest of the world prefers their luxury unmixed with "ruggedness."
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  24. As noted in another post the Sorento and Santa Fe are (fraternal) twins. Likewise the Sportage and Hyundai Tucson. As far as warranties are concerned, Hyundai and Kia offer the same coverage and mileage/years. Price comparisons, though, are trickier. Comparing MSRP's at the top trim levels, the Santa Fe (Ultimate) is less expensive than the Sorento (SX-L). Not necessarily the case with lower trim levels and option packages.
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  25.  @historymjh  I've long believed that someone at VW Canada has embarrassing photos of German VW executives. That would account for the different trim features available in Canada and the US. :) The difference between US and Canadian spec GTI's have historically followed the same pattern though to a lesser degree. In the case of the GLI I think VW has decided that their future in the US lies with the Jetta rather than the Golf. VW has found time after time that US consumers shy away from European spec models n favor of larger, cheaper vehicles. (e.g Euro Passat vs US Passat; Euro Tiguan vs US Tiguan; Touareg vs Atlas) VW has elected to drop the base Golf in 2020 in the US while the Jetta line-up has been extended to include the GLI. The Jetta is no longer even sold in Germany. There won't be a 2020 GTI or Golf R in the US either but that follows a pattern VW has employed in the past when the GTI and Golf R move from one generation to the next. (There was no 2014 GTI after the MK6 production ceased in Germany in 2013.) VW assures us that there will be an eighth generation GTI and Golf R for the US but unless each model retains its iconic status I suspect even that decision might be revisited in the next couple of years. Those of us who love GTI's and Golf R's are keeping our fingers crossed.
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  26. The Passat GT was an excellent budget choice if one was willing to give up a number of features. Unfortunately, it no longer exists.
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  27. There's always the old (American) saying that there's no substitute for cubic inches. But having owned a couple of (100% reliable) GTI's with Stage 1 APR tunes I'd agree with your sentiment. As noted in another post here, Americans think of "performance" as beginning and ending with straight line acceleration from a standing start. Europeans have a different perspective.
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  28.  @dalex7777  Thanks for the kind words, my friend. I hadn't seen the TFL comparison of the 2016 Sorento and the Santa Fe, so thanks for citing that, as well. A couple of points. First, I said in my original comment that the 2019 Santa Fe was slightly heavier than the comparable Sorento. That was wrong. It came from a quick google search and I should have checked the sources further. In fact, the Sorento is about 200 lbs heavier than the Santa Fe according to the manufacturers' specs. That makes sense since the Sorento has a third row of seats while the Santa Fe does not. Second, the TFL video you cited presents a real puzzle. Despite a weight advantage and better HP and torque numbers in the 2016 Santa Fe vs the 2016 Sorento 4 cylinder turbo motors, the Sorento blew the doors off the Santa Fe in their "mashup" drag race. The TFL guys couldn't explain it and neither can I. I would say, though, that TFL's performance tests are typically Unique (e.g. conducted a mile above sea level) and not necessarily carefully controlled. Their videos are informative and fun but I wouldn't bet the farm on their results. In this particular case, the Santa Fe and Sorento were comparable in terms of engine displacement and AWD. The result may well have been the case of differences in the individual vehicles involved. My first guess would be that the Sorento had better tires for the wet conditions in the "drag race" or other deficiencies in the particular Santa Fe being tested. Since the video is four years old and each model has since been updated, I suspect we'll never know. In any case, it's an interesting video. Like you, I replaced an earlier generation of the Sorento with an example of the current version. In my case it was a 2012 V6 AWD SX-L and a comparable 2018 model. I didn't have the option of the turbo 4 when I purchased the 2018 model since it had been discontinued after 2017 due to the low "take rate" for the turbo motor. It's interesting to hear from someone who has one.
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  29. If I were actually interested in these cars I'd try watching the video again. As it is, I'll just file it as the most incredibly confusing review I've ever tried to digest. :)
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  30. I doubt you'll see the Telluride in the Philippines. It's a vehicle designed for and produced in North America (West Point, GA) and currently available only in North America. The Palisade, on the other hand, is built in Korea and aimed at the Asian market.
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  31. Jakub, may you be cursed to live next door to an inconsiderate Mustang owner who waits until you're asleep to leave home.
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  32.  @TheStraightPipes  Well, that's certainly an informed and persuasive response.
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  33. Very different story here in the US. The big news isn't the measly 3 hp upgrade in HP for the GT models but the massive improvements in the GT-Line with a new 2.5L turbo 4 (found in at least 7 KIA, Hyundai, and Genesis models including the K5 GT) that reduces the 0-60 mph time from about 6.5 seconds to 5.2 seconds. That puts it only about half a second slower than the GT models with the 3.3L engine with a huge savings in the price (around $40,000 fully loaded AWD). Meanwhile, the Genesis G70 cousin inexplicably retains the earlier 2.0L engine. Despite the universally positive reviews of the Stinger, sales have been disappointing in North America. KIA hopes (with good reason) that the base GT-Line with the new engine will energize those sales.
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  34. Despite the legion of internet fan boys who see performance off the line as the only important priority in any vehicle, crossover buyers don't generally share that attitude.
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  35. Sorry guys, perhaps you should have titled the review "The Best Crossover You Can Buy If You Hate Crossovers."
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  36.  @chocolatewheelchair  The "void the warranty" comment is made often but it represents a misunderstanding of reality. In fact, the warranty is voided only if a modification can be shown to directly result in a component failure. That won't necessarily result in a fix under warranty but numerous court cases support that interpretation. Furthermore, many VW dealers (including mine) actually offer tuning services and honor warranty claims without question. Finally, tuning companies such as APR offer low cost warranties that mimic the full factory warranty protection.
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  37. So are we free to refer to the styles you guys love as appealing to adolescents?
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  38. I think that's a good metaphor. I'd be interested in the life expectancy of sumo wrestlers and similarly in the durability of a 2.4L turbo 4 and a CVT in a vehicle that when loaded with fuel, passengers, and gear tops 5000 lbs.
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  39.  @nkflimz  Depends on what you're expecting. Keep in mind that the Santa Fe is not a true "compact" SUV. It's a Goldilocks size "tweener" at 188" long and over two tons in weight. But Hyundai is marketing it as an SUV for those who think a CRV/Rav4/Forester/CX-5 (or Hyundai's Tucson) is just a bit too small for their needs. Buyers in this category aren't after the "kick" of a turbocharged engine; they just want an engine with sufficient power to move the vehicle in traffic and merge on the freeway. For those priorities the turbocharged Santa Fe is more than adequate. I happen to think a vehicle this size is better off with a naturally aspirated V6 but that's why Hyundai/KIA offers the Sorento closely related alternative.
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  40. Tay-ose??? Natives of New Mexico would tell you It's pronounced Touse, my friend. Point for Yuri. You guys are correct about the somewhat arbitrary classification of the Taos as a subcompact SUV vs the CX-5 as a compact. That's because the Taos (176" in length) is the biggest SUV typically classified as a subcompact while the CX-5 (179" in length) is the smallest vehicle in the compact category.* Further, despite the minor deficit in overall size, the Taos offers considerably more overall cargo space (65.9 vs 59.6 cubic ft). In fact, the relatively cramped interior of the CX-5 compared to rivals is arguably its greatest weakness. (It's the result of the "Koda" design language that dictates an especially long hood that sacrifices interior space, an issue that's even more extreme in the CX-9, one of the largest midsize SUVs with less cargo than any rival. In fact, with less space than a Honda CR-V.) * The pattern of larger VW SUVs vs rivals isn't limited to the Taos. The North American Tiguan (185.1" in length) is the largest of any "compact" SUV. The Atlas Cross Sport (195.5" long) is by far the largest two row midsize SUV. And the 3 row Atlas is among the largest SUV in that category. Each of these models is aimed specifically at the North American market.
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  41. In terms of the center armrest wars the most unique feature of the GTI's armrest is not the fact that it slides forward but the fact that it ratchets upward to provide the exactly correct height for various elbows. I miss that every time I drive my wife's Sorento. And here's another fun fact. The total cargo space of the Elantra GT is only 4.5 cubic feet less than a Mazda CX-5 SUV. (55.1 vs 59.6) That's the CX-5, not the Mazda3. And the Elantra is over 8" shorter than the CX-5. Want the performance and handling of a sporty hatchback rather than an SUV but don't want to sacrifice too much in terms of "utility"? The Elantra GT hatchback (and the GTI) should be considered.
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  42.  @prezhenz6969  A crossover GTI? At least as great a sin as a crossover Beetle.
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  43. I'm inclined to agree. Hyundai builds some fine vehicles but their design language usually strikes me as somewhat "fussy."
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  44.  @canadabear72  Right on, perceptive comment as usual, John.
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  45.  Богдан Кондратов  Having put about 40K miles on a Stage 1 APR tuned MK6 GTI putting it altogether at over 100K miles before trading it for a MK7.5, I'd have to dispute that characterization. So would the other members of the Golf R/GTI owners group here in the Pacific NW.
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  46. VW fan here. So when my wife and I were shopping for an SUV for our family (two adults, 14 y/o daughter, big dog) earlier this year we looked seriously at both the Atlas and the Tiguan. The SUV is my wife's daily driver (I have a GTI) and the family's road trip vehicle so she had 3 votes to my two. (The kid got one vote and the dog got a half vote.) As much as I wanted to like it, none of us was impressed with the Tiguan. Third row seating isn't a huge priority for us but it's very convenient occasionally when chauffeuring a gaggle of teenagers or going out with another family taking a single vehicle rather than two. The Tiguan's 3rd row option is a joke and not a very good joke. Further, the 2.0L turbo 4 banger in the Tiguan seemed sluggish when not driven in "sport" mode. (The AllTrack 1.8 liter mill felt "peppier.) All in all, the new Tiguan is a far more functional, less cramped, but less fun to drive vehicle than the previous version but it didn't thrill anyone (except the dog but he likes any vehicle as long as he gets to go.) The Atlas certainly isn't "cramped." And if one needs comfortable seating for five or more adults on a regular basis, it's the best in class. A smooth naturally aspirated V6 with a good eight speed transmission that's well suited to the mission of this kind of vehicle. When we were shopping, though, the 2018 Atlas trim levels limited features such as leather seating and integrated navigation to the top trim SEL Premium. That pushed the MSRP to over $50,000 (USD). VW has apparently seen the error of their ways; the 2019 trim levels have been adjusted somewhat to provide a better value. In our case, the Atlas was just too damn big. My wife complained that she felt like she was driving a bus. Ultimately, the KIA Sorento was a better fit for us, especially with the $8000 discount off MSRP we received.
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  47. The CX-9 is 199" in length. The Telluride is 197" long. The CX-9 has a total of 71 cubic ft of cargo space, a bit less than a Honda CR-V or a Subaru Forester. The Telluride has 87 cubic feet of cargo space. The CX-9 has 134 cubic ft of passenger space. The Telluride has 178 cubic feet. The CX-9 has a 2.5L turbo 4 that requires premium fuel to provide 252 HP. The Telluride has a naturally aspirated V6 that's rated at 291 HP. Physics is physics and a turbocharged smaller four banger is simply less durable than a much larger NA V6. The CX-9 is a very attractive vehicle, especially in its signature trim. It's also the most space inefficient midsize crossover. Period. There's a reason that despite strong reviews when the current generation was introduced, its sales have decline year on year since October 2018.
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  48. Wow! Guess we shouldn't be surprised if you guys get few Ford products to review for the foreseeable future. :) Hope that isn't the case. Haven't driven the Edge ST but my wife and I looked seriously at the 2018 Edge Sport, the ST's predecessor. For the most part your take on the ST matched my impression of the Sport. The 2.7L twin scroll turbo V6 is very impressive, though arguably overkill for this class. But while Ford has tweaked the engine to give it more HP and torque, it doesn't seem to have made much if any difference in overall performance. And while one might expect an improvement in tow rating, it's not there, still stuck at an anemic 3500 lbs. To be fair, the braking distance has improved substantially and it's impressive for a vehicle weighing substantially more than two tons. The lack of improvement in performance apparently stems from the new 8 speed transmission, added presumably to keep up with the Joneses and to help fuel efficiency. The six speed in last year's Sport was perfectly adequate and would probably have been just as good in the ST. Even worse, the eight speed transmission hasn't exactly been warmly received by several reviewers. And while the six speed box was well suited to a manual mode, that doesn't seem to be the case with the new transmission. We loved the overall size of the ST. Its "tweener" size between compact and midsize SUV's is great for maneuvering in traffic and parking in the garage or at the mall. It's virtually the same size as the Kia Sorento and the Hyundai Santa Fe and offers near identical cargo space. On the other hand, Ford has done little to remedy the "Fifty Shades of Gray" interior. The seating is not impressive, either, especially in a vehicle with a near $50K MSRP. Finally, my wife had the same reaction as Yuri to the driver's seating position. The immense distance from the dash to the base of the windshield and the long distance to the edge of the hood made her feel like she was piloting a long outboard dinghy from the stern. As far as I'm concerned, simulated exhaust sound falls into the same category as "simulated" gears in CVT's and simulated exhuaust tips. Very annoying. And then there was my pet peeve: a "performance" vehicle with a tiny tach stuck as an afterthought on the far left of the cockpit. In the past the Edge was Ford's "test bed" for innovations and new designs in their SUV's. Obviously, that's no longer true. It appears that Ford invested its available resources and efforts in the sixth generation of the Explorer. From my perspective that's a shame.
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  49. Excellent review, guys. Have to admit I was pleasantly surprised how positive you were considering a midsize crossover is clearly not your favorite kinda vehicle. Kudos for being so open to the Sorento's virtues. Reviews have been overwhelmingly favorable, of course. And there's no question the new generation offers a number of major upgrades compared to the last version of the Sorento. (I own a 2018 model that's my wife's daily driver and the family's "tripper." I'd probably have to pry her cold dead fingers off the steering wheel to replace it but the 2021 model is very tempting.) All in all, the new Sorento has very few weaknesses. The most significant is one that Canadians won't experience. All Sorentos sold in the US come with either FWD or AWD. Canadian Sorentos are all AWD regardless of trim level. The problem arises with the new 2.5L turbo engine when coupled with FWD. Unless torque steer and wheel hop is seen as a positive trait there's no way to enjoy the performance of the more powerful engine with FWD. US customers are well advised to opt for AWD is they're going for the 2.5L turbo engine. Otherwise, KIA has eliminated some features for North Americans from the last generation to contain costs. For example, my top trim SX-L 2018 Sorento includes driver seat thigh extension and 4 way lumbar support. The new generation eliminates the thigh extension and reduces the lumbar support to two way. The last generation top trim included nappa leather upholstery. The new generation offers leather in the top trim but of a somewhat lower grade. More importantly (imo) is that the new Sorento lacks driver seat memory. Whatever bean counter thought this was a good idea should be cleaning out their desk. The size of the three drivers in our family differ by almost 10 inches and nearly 100 lbs. We make do with two position memory but lacking any seat memory at all is a near deal breaker. C'mon KIA, it's a FAMILY SUV and families often have more than one driver. And to add insult to injury it's worth noting that the near identical Hyudai Santa has retained driver seat memory in their 2021 model.
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  50.  @FlowStateNewOrleans  I'm sad to see the Alltrack disappear (at least in the North American market and probably elsewhere.) It's a fine compact, affordable, good handling wagon. I tried to interest my wife in one a year ago but like many short stature consumers (i.e. females) she preferred the higher driving position afforded by a crossover. I can't say I blame her when daily driving consists of being surrounded by humungously tall SUV's and trucks. It's much like an arms race. The only defense is to emulate the enemy.
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