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

A beautiful midsize sedan. Possibly the best looking in the category. Upscale interior in the top trim levels. Again, among the best in the segment. A strong performing turbo4 on paper. So why are Mazda6 sales so dismal, far worse than competitors even taking into account the soft sales of midsize sedans? In 2018 when the current engine lineup was introduced Mazda sold about 31,000 "6s" in the US. In 2019 sales dropped by a third to 21,000. In 2020 sales tanked again, down 25% to a total of 16,000 units. No one expects the Mazda6 to outsell the Accord or the Camry but KIA the KIA K5 was available only in the fourth quarter of 2020 and it outsold the entire year's sales of the Mazda by a factor of 2 to 1. Of course, there's no necessary correlation between a vehicle's quality and its sales but the Mazda6 is a dying model in the Mazda lineup at least in North America. And while owners may not care that the vast majority of midsize sedans, presumably Mazda does care. There are rumors and vague promises that a new Mazda6 is on the way with an inline 6 and possibly AWD. Unfortunately, Mazda has a well earned reputation for over-promising and under-delivering on their production plans. And considering that the company is the smallest independent mainstream automaker on the planet with major sales problems (with the exception of the CX-5) throughout their lineup, one has to question whether Mazda has the resources to pour into a vehicle in a shrinking market category. The picture for the turbo version of the Mazda6 is even bleaker. Performance oriented models of mainstream midsize sedans traditionally constitute a tiny percentage of total sales. Toyota says, for example, that only about 5% of all Camrys are fitted with their V6 engine. That amounted to about 15,000 sales in 2020. Assuming that Mazda could improve sales of the "6" by 10% (a VERY optimistic guess), it would do little to reverse the model's dismal sales prospects. The Mazda6 remains an appealing vehicle but it's unlikely to reverse Mazda's fortunes and prevent it from becoming a division of Toyota. And that's a shame.
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Puzzled as to why the G70 refresh didn't shift to the new 2.5L turbo 4 as the base engine as its cousin the KIA Stinger has done. The change in the Stinger is a potential game changer for the Stinger's less than satisfactory sales in the US. It seems odd that Genesis chose to stick with the arguably underpowered 2.0L engine it had shared with the Stinger.
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Undeniably attractive both inside and out. So why has it consistently been by far the worst selling mainstream 3 row crossover in the North America since it was introduced. (To be fair, so far in 2021 the CX-9 has lost that distinction to the Subaru Ascent by a whisker. Now the CX-9 is only the second worst selling vehicle out of 16 or so rivals.) For an answer look first at the CX-9's 199" length. It's longer than all competitors except the Dodge Durango, Chevy Traverse, and the recently introduced Grand Cherokee L. But what about its interior space. Overall passenger space is less than a KIA Sorento, a vehicle that's almost a foot (10") shorter. And it has less overall cargo space than any other midsize SUV. Less total cargo space than a Honda CR-V (71.2 cubic ft vs 75.8 cf) ! How is this possible? The answer is the extreme version of Mazda's "Koda" design language with an extremely long distance from the front bumper to the A pillar (about a foot great distance than competitors) that entails sacrificing interior space. It's a design that sports car designers have used for nearly a century to suggest potency and performance and is obviously attractive. (Freud can explain why.) But in a vehicle where the "U" in SUV supposedly stands for "Utility," it's a major competitive weakness. Other Mazdas that employ the Koda design language suffer from the same issue but none so severely as the CX-9. Some Mazda fans claim the massive engine compartment is ideal for a rumored forthcoming inline 6. (Hell, it's sufficient for an inline 12 cylinder engine.) But as the smallest independent mass market automaker on the planet, Mazda is forced to make do with a single engine/drivetrain for almost all of their models. And Mazda isn't exactly known for delivering their rumored new engines and technology on anything resembling a promised schedule (if at all). The long-in-the-tooth four cylinder turbo engine mated to a similarly aging 6 speed transmission may be adequate to the mission of the CX-9 but it is hardly a strong selling point, especially compared to rivals with more modern engines and transmissions and hybrid options.
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As noted in my comment on the Motoman review I've owned two Sorentos, a 2012 and a 2018 model, each an AWD V6 model. I have to admit I was somewhat skeptical when I heard the V6 was dropped in 2021 and replaced by the 2.5L turbo 4 banger. Although I've owned a number of small displacement turbos dating back to Saabs more than 20 years ago and I currently own a GTI, I'd always felt that a larger displacement V6 was more appropriate for a vehicle that can weigh more than 2.5 tons when loaded with passengers, gear, and fuel. It wasn't a question of performance but rather long term durability in a larger, less stressed engine. Have to admit, though, that I'm inclined to change my mind in the case of the Sorento. Considering that the same engine is available in the Sonata N-Line, the KIA K5 GT, the Hyundai Santa Fe, and especially in the Genesis GV70, GV80, and G80 I'm reassured that Hyundai and KIA wouldn't be offering their 5yr/60K mile bumper to bumper and 10yr/100K mile warranties in so many models if they weren't confident about its durability. (Automakers don't offer long warranties if they believe they'll have to redeem many.) Add to that the superior performance and especially the better fuel economy of the new 2.5L turbo, I'm reassured. At the same time, I suspect that combining the turbo4 with FWD is a less than optimal choice. Canadians won't have to deal with that choice where all Sorentos will come with AWD but here in the US it may be a popular option among customers in warm and dry climates who feel that they don't need AWD. TIme will tell but I suspect KIA may revamp their US trim levels to eliminate the turbo 4 cylinder with FWD.
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@mikewilliams2486 As already noted, I've owned two AWD V6 Sorentos including my current 2018 SXL version. I have a daughter heading off to college in a couple of years so I won't be replacing my family's current Sorento anytime soon but I did convince my local dealer to lend me one of the 2021 versions he's just received for a ten mile test drive a couple of days back. Not enough for a thorough assessment but easily enough to confirm independent reviewers virtually unanimous opinion that the 2.5L turbo is a significantly quicker and overall more solid feeling vehicle.
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A more or less expected review of a vehicle that comes as close to meeting its design objectives as one is likely to find. There are many good cars available these days and there are some that deserve to be called "excellent." But very, very few that deserve to be labelled "iconic." For those of us who loved (and still love) post-WWII British sports cars, who believe the Austin Healey 3000 and the E-Type Jaguar were among the most beautiful examples of automotive art ever built, the "Miata" is a descendant that shares almost everything but Lucas Electrics (Thank God) and production in Japan rather than small towns in England. The MX-5 is iconic and near perfect. Here's my problem. I'm a "Family Guy." Thankfully not resembling Peter Griffin but with a wife, a teenage daughter, and a big dog who, like "Monty", loves to ride in the car. I love 'em all and like to have a place for them in my version of a "recreational" vehicle. My GTI is ideal. It accommodates everyone and even has room for some luggage and gear on extended journeys. I'd be willing to leave one at home on occasion but having to select only one passenger is an automotive version of Sophie's Choice. (Well, not quite but you get the point.) That brings me to a dilemma if I want to add a $30K sports car to the family garage. As much as I find the MX-5 appealing, I have to weigh its charms against that of the 2022 Toyota GR86 or the Subaru BRZ. The new 2.4L engine has apparently eliminated the 86/BRZ's infamous mid-range torque dip. And though a roadster option isn't available, I might well be willing to forego topless motoring for the benefit of "plus 2" rear seating. (It would be ideal for "Fido" and my flexible teenage daughter could fold herself into the back seat.) So as much as I lust after an MX-5, my attention is increasingly drawn to the new generation 86/BRZ twins.
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@BrianMakse Obituaries deserve space.
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Compared to the current Stinger I'm afraid the G70 hardly rates the terms "redesigned, refreshed, and reinvigorated. Specifically, the closely related Stinger replaced the somewhat anemic base 2.0L 4 cylinder engine with the 2.5L turbo that's now available as either standard of optional in at least 8(!) KIAs, Hyundais, and, yes, Genesis models. The G70 on the other hand retains that same 2.0L engine. The G70 is a fine automobile but retaining the old 2.0L engine is hardly a sign of "reinvigoration."
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@BrianMakse OK. That's fair. But the engine is a rather critical component of an autombobile, would you agree?
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@BrianMakse That was my point. You and most other reviewers "buried the lead."
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@thjtr-qx3ro And very few want the 3.3T, either. At least according to sales.
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@thjtr-qx3ro KIA has apparently decided to kill the Stinger as a result of slow sales and the Stinger has consistently outsold the G70. It's likely the G70 will not reach 10,000 sales for the entire 2021 calendar year. In the first six months of this year, Genesis sold fewer than 4800 G70s in the US. That's compared to almost 52,000 Tesla Model 3s, nearly 24,000 BMW Model 3s, 12,500 BMW 4 Series, over 12,000 Audi A4/S4s, 11,000 Audi A5/S5s, and over 6500 Stingers. The G70 was even outsold by the Cadillac C4 with 4900 sales. Among all sports sedans only the Alfa Romeo Giulia with 4200 units sold was a slower seller than the G70.
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Excellent review, Brian! One very small nit and a few comments. It's a shame that Canadians don't have the option of the base GT-Line with the replacement of the 2.0L turbo with the ubiquitous 2.5L turbo. The GT trims are admittedly a bargain compared to European rivals but the GT-Line makes a strong case as well as an alternative to the KIA K5 GT and the Sonata N-Line, each fitted with the same 2.5L turbo engine. At around $38,000 USD for the fully loaded RWD version and a tad over $40,000 MSRP for AWD, the base Stinger is a screaming bargain with a small premium over the K5 and Sonata, neither of which offer either RWD or AWD and a far less premium interior. Assuming KIA's own numbers for 0-60 times, the 2.5 L turbo version reduces the 0-60 time by over a second (6.4 vs 5.2) compared to the previous engine and slices the difference between the GT-Line and the GT models with the twin turbo V6 to about half a second. Considering that a fully loaded GT2 Stinger has an MSRP of well over $12,000 more than the GT-Line the latter is tremendously tempting. My only nit is the reference to the Stinger as a "sports sedan." That's certainly an appropriate label for the Genesis G70 built on the same platform but I think the Stinger (in all its trim levels) comes closer to the European conception of a Gran Turismo rather than a sport sedan. Somewhat larger than benchmark sport sedans and designed for comfortable high speed travel for up to 4 passengers for hours at a time over meticulously maintained highways as well as twisting backroads originally laid down two millennia ago by the Romans, the Stinger qualifies as a true GT. We Americans can't legally (or safely) take full advantage of the triple digit cruising a true GT offers but now and then on a lightly traveled highway in places like Montana the KIA's capabilities can be enjoyed. As far as competitors are concerned I'd note the VW Arteon as an alternative to the GT-Line Stinger. And as an owner of both a VW GTI and a KIA Sorento I'm currently considering those two highly versatile "liftback" sedans as my teenage daughter looks hungrily at my GTI. (Can't imagine losing the GTI from the family. It would be like selling the family dog.) The two vehicles are virtually the same price (with discounts offered on the Arteon). And virtually the same length with a slightly longer wheelbase in the KIA. Rear seat room and cargo space, on the other hand, is more generous in the Arteon. While the on-paper HP and torque figures favor the Stinger, a Stage 1 ECU tune for the awesome EA888 VW engine virtually eliminates that advantage. Overall, the VW's interior is more upscale and the Arteon feels a bit "tighter" and well put together than the Stinger but the difference is slight, at best and may say more about my familiarity of the "feel" of a VW than a KIA sedan. The Stinger has a more "sporty" vibe but the Arteon is more elegant to my eye. In any case, it's a tough choice and I'm on the fence.
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@mikewilliams2486 Not my experience nor that of any independent review I've seen or read. The two AWD V6 Sorentos I've owned have had perfectly acceptable engines and drivetrains but that wasn't among the primary strengths of the vehicle. A lone unverified claim to the contrary doesn't count for much.
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Really, really excellent review, Brian! I couldn't agree more that the major weakness of the K5 GT is trying to utilize the power of the 2.5L turbo with prodigious power in a FWD vehicle with neither any form of LSD or AWD. Using its power without wheel hop, understeer, torque steer, and tire shredding in essence means not using that power. Those who think those attributes spell performance may be satisfied with the K5 GT. Others know better. I'm not surprised to see KIA fail to offer AWD in the K5 GT. Neither Toyota nor Nissan offer AWD in their "performance" version midsize sedans simply because they don't sell well enough to justify the investment. Honda and Hyundai don't even offer it in any version. On the other hand, there is no excuse for failing to offer some form of LSD (electronic or mechanical) in a FWD sedan with almost 300 HP and over 300 ft lbs of torque. Hell, my GTI with far less HP and torque has a standard (electronic) LSD. Arguably, a consumer might be better off with the less powerful GT-Line K5 with AWD. At least one can use the power one pays for. Fortunately, at least for US consumers, there's an alternative, the GT-Line Stinger with the same turbo engine as the K5 GT, RWD and the option of RWD-biased AWD. For an MSRP premium of $3000 to $5000 the Stinger offers a more premium sedan and a liftback design with a massive cargo space behind the seats. (The GT-Line does not appear to be available in Canada as far as I can tell.) Sadly, that option won't last indefinitely. It appears that the 2022 model year is the end of the line for the Stinger. KIA has apparently decided to put their high end performance "eggs" in the top trim K6 EV with over 450 HP and instant torque and discontinue even the twin turbo V6 Stingers. Disappointing but not necessarily an isolated case if one considers the demise of the Camaro and the fact that the Mach-E Mustang is outselling all other Mustang models. Disappointing but not surprising.
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@BrianMakse Strong argument for the GT-Line over the GT1 and GT2 Stingers, as well, I think. It's 0-60 time is reported as quick as 5.2 seconds, compared to the 4.7 seconds from the Stinger with the 3.3L twin turbo engine. For somewhere between $5000 and $15,000 in savings and few other sacrifices, the Stinger GT-LIne is a screaming bargain.
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Very sadly it appears the Stinger has been discontinued after the current model year. I had hoped the significant performance improvements in the base GT-Line model would lead to an increase in the overall dismal sales of the Stinger but KIA has apparently decided not to wait to see if that's the case. Despite strong reviews from its introduction on the Stinger has faced stiff challenges in terms of sales success. In 2018 KIA dealers had no experience and no idea how to sell a $50K (USD) sedan modelled on a European GT (Grand Touring) vehicle. And for that matter few North Americans understood what a GT in the European mode even was. As noted in my previous comment a European GT is a car designed for long distance comfortable travel for four or five passengers at high speeds on meticulously maintained highways and good handling on twisting European backroads many of which were originally paved by the Romans. It isn't a muscle car like a Dodge Charger, much less a two-door coupe with a V8 engine and a tiny rear seat. So despite the Stinger's strong points and the replacement of the rather anemic 2.0L turbo 4 with the new 2.5L turbo that's finding its way into at least 7 KIA, Hyundai, and Genesis vehicles and a 0-60 time within half a second of the V6 Turbo GT1 and GT2 models, the Stinger is going away. KIA apparently believes (and I suspect they're correct) that their performance "eggs" should go in a basket that includes a high performance versions of the forthcoming K6 EV. In any event those who find the Stinger appealing shouldn't wait to see their KIA dealers. The GT1 and GT2 versions do offer "Performance at a Great Price" as the headline reads. But the screaming bargain is the GT-Line with the same engine as the K5 GT, a far more upscale interior and amenities, and RWD or RWD-biased AWD with an MSRP ranging from $38K to $41K (USD).
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@Huskasin And did you "strongly doubt" that Ford would drop virtually all 4 door sedans from their North American portfolio. Or that Chevy would drop the Malibu, its only mainstream sedan. (Each of which sold more than 100,000 vehicles in the US in 2020 compared to 16,000 Mazda6s?) That Buick would eliminate sedans from their offerings along with Chrysler eliminating the "200"? The fact is that the only mainstream midsize sedans that show some life in the US are the Camry, the Accord, and offerings from KIA and Hyundai.
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@Huskasin The problem Mazda faces with the "6" is not that it fails to match the sales of the Camry, the Accord, or even the Altima. The problem is that its sales have declined by more than 50% since 2017. Midsize sedan sales have been on a long term slide in the US but Mazda6 sales have fallen off a cliff. And they started from a low base to begin with. As for launching a new generation of the "6", unfortunately Mazda is far better at promoting rumors of new models than actually introducing them. Remember the diesel version of the CX-5? That actually made it to market in the US and was pulled from the market in six months. Skyactiv X? It's been promised to be available soon since 2017. That track record combined with Mazda's efforts to get almost $3 billion in loans from Japanese banks suggests skepticism is warranted.
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