REVIEWS AND ROAD TESTS

More than just beautiful

The Sportage is without question the Kia that has received the most media attention and is certainly one of its best models. Except that, once you take a road test, you are quickly disenchanted by this vehicle which is not as refined as its more modern rivals.A few years ago, the Sportage made headlines by offering the first air bag for knees, although the front-seat passenger was still riding without benefit of such protection. The injustice has now been rectified, and a second air bag is on the list of passive safety features. However, before adding the new feature, Kia has redesigned the dashboard and the center console (now equipped with an armrest) and proposes a height-adjustable steering column to make it easier to find the ideal driving position.

The Korean firm maintains that five people can ride in the Sportage. What the manufacturer doesn’t mention is that the rear-seat occupants will have to jostle for elbow room and deal with a rather straight seat back, which doesn’t make riding very comfortable. At least the elevated position of the bench seat will afford them a good view of the road. Things are somewhat better in front, and bucket seats offer satisfactory comfort, but nothing extra. Lastly, it’s too bad that the rear windshield wiper still isn’t part of the base versions (2- or 4-wheel drive), which hurts visibility when weather conditions are poor.Up against the Tracker, Vitara, RAV4 and others, the Sportage can’t withstand comparison and the 130 horses generated by its Mazda 2.0-liter four-cylinder engine are more convincing on paper than they are on the road. A gruff engine and stubborn automatic transmission also take away from the fun of driving this utility. The best idea is to make your choice the five-speed manual transmission designed by Getrag; it’s more efficient and less expensive. It should also be said that the Sportage’s hefty weight cancels out any goodwill the engine tries to show. This Kia’s suspension was designed with the help of Lotus Engineering, but the process hasn’t led to as dramatic and positive a change as it has on the Sephia. Still, thanks to its modest size, the Sportage is a fun all-terrain that handles well even if at times it seems to be on the brink of losing its balance (in the rear-wheel drive mode), especially on roads that provide minimal tire-grip potential, and even if it feels like a Suzuki X-90. Lastly, braking hasn’t improved at all, and only the rear wheels are equipped with ABS.

PROS
Increased safety
Elevated rear bench seat
Manual transmission

CONS
Susceptibility to cross winds
Stiff automatic transmission
Minimal comfort

REVIEWS AND ROAD TESTS

The long road to progess

While most of us were taking well-deserved vacations, Kia introduced three new models, including the Spectra, a car known elsewhere on the planet as the Shuma. Though not exactly new, this Spectra, which will replace the poor Sephia, is intended to get 25% of the brand ’ s sales in Canada.

Driving a Kia is reserved to those who just cannot care less about cars and driving. All I need is 4 wheels , a steering and a radio, once said my dad to justify his car selections, consisting in drab vehicles that nonetheless would take him from A to B in an efficient and affordable manner. That is exactly what Kia intends to offer on the Canadian market : a steering wheel, 4 wheels and a radio at an affordable price. And it works! During the first half of 2001, Kia sales doubled (14,587 against 7,116) as compared to last year ’ s.

Before the cheapo image sticks too hard to their products, Kia officials multiply the introductions of new models that offer more than an attractive sales price. For example, take the Magentis, the Sedona (a minivan) and the Spectra, coming to the rescue of the Sephia, a sedan with too few qualities to deserve our attention.The Spectra isn ’ t exactly a new car. It was first introduced in the fall 1998 under the name Shuma. Since then, it ’ s been remodelled (grille and headlights) for style purposes before starting its North American career under the name Spectra. Very little is known on the origin of that car (even at Kia Canada, apparently), but it is said the car ’ s drive train was looked over by Lotus (the British firm not only builds cars, but also acts as consultant to other manufacturers).

Physically, the Spectra offers a choice of two bodies: a traditional sedan and a hatchback. The latter should be more popular in Quebec than anywhere in Canada, because local car buyers like the extra versatility of such a model.

It ’ s actually a five-door car that doesn ’ t look like one. The rear window wiper does not betray the presence of the hatch. Sadly enough,, the heavy hatch features not grip to prevent getting our fingers dirty. And the closing plastic strap looks so fragile that we can only hope it will last long enough. But this hatch opens on a very roomy luggage compartment (328 L to 528 L with the rear seat down). The threshold is quite high, however.

Clad with titanium imitation appliquйs, the dashboard aligns a comprehensive and legible array of instruments in front of the driver. The bucket seat, despite its numerous adjustments reveals highly uncomfortable over long distances. Plan for frequent stops. But the Spectra GSX, with air, power windows and mirrors, CD player an cruise control, is fully equipped. Assembly quality has improved substantially. Some materials remain questionable, but attention for details is noticeable. Obviously, the Spectra ’ s visit to Lotus was pure waste. The suspension is not tuned properly. On rough roads, shock absorbers yield with every bump or hole. Nothing to inspire confidence.

The squarely inadequate Hankook tires act like Teflon and definitely put an end to any hope of finding any supposedly sporty qualities in this car. The 1.8-litre 4-cylinder engine is not as flexible and roaring as expected, but it will make the car look good on green lights. The anemic torque (108 lb.-ft.) and the inaccurate transmission of the Spectra nevertheless manage to surpass (by very little, must we say) supposedly faster competitors. But braking is not as powerful, in part because of the tires, but also because the classic front disks/rear drums combo doesn ’ t do the job. And the absence of ABS is yet another flaw in this Spectra. Time has come to draw conclusions. On a positive note, in all aspects, the Spectra is a clear improvement on the Sephia it replaces. But driving an Elantra GT (Hyundai), a Protegй5 (Mazda), a Focus ZX5 (Ford) or even a Golf (Volkswagen) will remove all satisfaction from driving this Kia, that can still blame its low suggested retail price of $17,595 for its lack of talent in comparison to more gifted, more renown and barely more expensive competitors.

PROS
Contemporary silhouette
Strong guarantee
Interesting price /equipment ratio

CONS
Heavy hatch without handle
Mediocre tires
Suspension movements

REVIEWS AND ROAD TESTS

The long road to progess

While most of us were taking well-deserved vacations, Kia introduced three new models, including the Spectra, a car known elsewhere on the planet as the Shuma. Though not exactly new, this Spectra, which will replace the poor Sephia, is intended to get 25% of the brand ’ s sales in Canada.

Driving a Kia is reserved to those who just cannot care less about cars and driving. All I need is 4 wheels , a steering and a radio, once said my dad to justify his car selections, consisting in drab vehicles that nonetheless would take him from A to B in an efficient and affordable manner. That is exactly what Kia intends to offer on the Canadian market : a steering wheel, 4 wheels and a radio at an affordable price. And it works! During the first half of 2001, Kia sales doubled (14,587 against 7,116) as compared to last year ’ s.

Before the cheapo image sticks too hard to their products, Kia officials multiply the introductions of new models that offer more than an attractive sales price. For example, take the Magentis, the Sedona (a minivan) and the Spectra, coming to the rescue of the Sephia, a sedan with too few qualities to deserve our attention.The Spectra isn ’ t exactly a new car. It was first introduced in the fall 1998 under the name Shuma. Since then, it ’ s been remodelled (grille and headlights) for style purposes before starting its North American career under the name Spectra. Very little is known on the origin of that car (even at Kia Canada, apparently), but it is said the car ’ s drive train was looked over by Lotus (the British firm not only builds cars, but also acts as consultant to other manufacturers).

Physically, the Spectra offers a choice of two bodies: a traditional sedan and a hatchback. The latter should be more popular in Quebec than anywhere in Canada, because local car buyers like the extra versatility of such a model.

It ’ s actually a five-door car that doesn ’ t look like one. The rear window wiper does not betray the presence of the hatch. Sadly enough,, the heavy hatch features not grip to prevent getting our fingers dirty. And the closing plastic strap looks so fragile that we can only hope it will last long enough. But this hatch opens on a very roomy luggage compartment (328 L to 528 L with the rear seat down). The threshold is quite high, however.

Clad with titanium imitation appliquйs, the dashboard aligns a comprehensive and legible array of instruments in front of the driver. The bucket seat, despite its numerous adjustments reveals highly uncomfortable over long distances. Plan for frequent stops. But the Spectra GSX, with air, power windows and mirrors, CD player an cruise control, is fully equipped. Assembly quality has improved substantially. Some materials remain questionable, but attention for details is noticeable. Obviously, the Spectra ’ s visit to Lotus was pure waste. The suspension is not tuned properly. On rough roads, shock absorbers yield with every bump or hole. Nothing to inspire confidence.

The squarely inadequate Hankook tires act like Teflon and definitely put an end to any hope of finding any supposedly sporty qualities in this car. The 1.8-litre 4-cylinder engine is not as flexible and roaring as expected, but it will make the car look good on green lights. The anemic torque (108 lb.-ft.) and the inaccurate transmission of the Spectra nevertheless manage to surpass (by very little, must we say) supposedly faster competitors. But braking is not as powerful, in part because of the tires, but also because the classic front disks/rear drums combo doesn ’ t do the job. And the absence of ABS is yet another flaw in this Spectra. Time has come to draw conclusions. On a positive note, in all aspects, the Spectra is a clear improvement on the Sephia it replaces. But driving an Elantra GT (Hyundai), a Protegй5 (Mazda), a Focus ZX5 (Ford) or even a Golf (Volkswagen) will remove all satisfaction from driving this Kia, that can still blame its low suggested retail price of $17,595 for its lack of talent in comparison to more gifted, more renown and barely more expensive competitors.

PROS
Contemporary silhouette
Strong guarantee
Interesting price /equipment ratio

CONS
Heavy hatch without handle
Mediocre tires
Suspension movements

REVIEWS AND ROAD TESTS

Pay as you go…

Despite the fact that the minivan market is stagnating, Kia is entering it with a new product, the 2002 Sedona. And instead of playing the bottom-of-the-food-chain card, it ’ s a well-equipped, high-quality offer.This newcomer is neither as short as a Caravan, neither as long as a Grand Caravan. It ’ s a Sienna-sized vehicle, with a brand-new platform, not seen before. The powertrain is a team of a DOHC 3.5 liter V6 and a 5-speed automatic transmission. Nothing new, but on-par with the best in the class.But on figure is surprising: 2150 kg on the scale. This is heavyweight category, like the 70 ’ s big station-wagons of our youth. Maybe the many standard features are weighting their toll in kilograms more than in dollars. Or lightness is still a sign of quality engineering… Another figure that will open many eyes, fuel economy. In town, the Sedona will need 16 litre/100km ( 12 litre/100km on the highway ), that ’ s 3.1 litres/100km worst than the category leader, the GM Venture-Montana twins. It ’ s really the opposite of past years, the American product being less thirsty than an Asiatic one…

REVIEWS AND ROAD TESTS

So you don ’ t like to drive

Kia is offering the Rio as the car that will let us avoid the ascetic life of a Tibetan monk without costing an arm and a leg. They make a good case, but given this sub compact ’ s equipment-price-handling ratio, it might be better to dig a bit deeper into one ’ s wallet and buy a more flexible, more comfortable vehicle. For 2002, a new 5 doors bodystyle is added to the line.Rio is counting on its price, $12 095, to get us to pay it a visit. It ’ s a deal which, when you look a bit closer, isn ’ t really one. What you get for this amount is the S, a format as naked as a Christmas tree on December 26. Naturally, we won ’ t get huffy about the fact that side molding, hubcaps or even the cassette player are not on the list of standard accessories (though the AM/FM radio is). On the other hand, it ’ s pretty surprising to find that there ’ s no power steering or that the automatic transmission won ’ t go along with a 1.5 litre 4-cylindre engine. The so-called ‘ privileges ’ of owning the RS or LS formats cost more, as you probably guessed. You ’ ll pay if you want these conveniences (the A/C system and the automatic transmission cost an extra $1,000 each), as well as a series of little extras that make life more pleasant. The adjustable steering column, for example, or the remote control for the trunk, or a wider range of adjustments on the driver ’ s seat. The LS offers a bonus of electric windows, a central locking system, and a CD player, among other things.

This sedan offers just enough comfort for four people to squeeze inside. Since misery loves company, you can console yourself with the knowledge that your suitcases and grocery bags are hardly any more comfy, since despite a blessedly large access, the trunk fills up in no time at all (volume of 290 litres). You can make it larger by folding down part or all of the rear seat back, but be warned: the opening you get between the trunk and the passenger compartment is pretty narrow and will really only accommodate oblong objects. The style is nothing fancy, and the quality of the plastic and the finish on the model we tested were like the car itself: inexpensive. The storage areas are barely practical, but we should give its due to the glove compartment, which will hold more than the usual manufacturer ’ s literature. The instrumentation is modest to say the least (only the LS has a tachometer). On the other hand, the good news is that the controls are straightforward and within the driver ’ s easy reach.As you might suspect, the Rio makes no technological breakthroughs. On the other hand, it also doesn ’ t take us 30 years into the past. For that matter, the 4 cylindre engine that powers it, a 1.5 litre, has an aluminum cylinder head with 16 valves.

The Rio is in no hurry: it takes almost 12 seconds (with the A/C off) to reach 100 km/h. It ’ s like riding a turtle. If you ’ re the type who ’ s often in a hurry, we also can ’ t recommend the automatic transmission, which under-performs. We could no doubt have improved the pick-up and acceleration time if the gear shift were not about as precise as a stick of butter.

Add a deficiency of synchronization, an insufficiently progressive clutch and a tendency to be noisy and recalcitrant when backing up. The only consolation might be the engines frugality when it comes to fuel, which will save you money at the pump.

Fine for the city, the Rio ’ s handling quickly becomes annoying and uncomfortable on the highway (not to mention the quantity and quality of the soundproofing). The steering is too light and imprecise at cruising speed. A word on the suspension: First, it provides the Rio with a surprising level of comfort, as long as the road is as straight and smooth as a bowling alley. But if one or the other of these conditions is not there, the Rio turns into a roller-coaster, especially when you want to up the tempo.
The body understeers, rolls a lot on turns and, since it isn ’ t solid enough, the Rio sways strangely, leaving us with the sense that the suspension is really just a couple of big rubber bands. But this primitive road handling is actually the fault of the Korean engineers ’ tuning. The tires, mounted on tiny 13-inch rims, are little bald things (they won ’ t hold the road, especially when it ’ s wet) and are the main reason for the Rio ’ s longer stopping distances, since it ’ s breaking system (a classic disc/drum combo) would normally be noticed for its endurance and heat resistance. So in the end, we can say by way of conclusion that the Rio is not as alluring as its price made it look at first sight.

PROS
Fuel consumption
Fully equipped (LS)
Reasonable engine performance

CONS
Suspension sways in turns
Small trunk (290 litres)
Unknown reliability and resale value.

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * *

REVIEWS AND ROAD TESTS

So you don ’ t like to drive

Kia is offering the Rio as the car that will let us avoid the ascetic life of a Tibetan monk without costing an arm and a leg. They make a good case, but given this sub compact ’ s equipment-price-handling ratio, it might be better to dig a bit deeper into one ’ s wallet and buy a more flexible, more comfortable vehicle. For 2002, a new 5 doors bodystyle is added to the line.Rio is counting on its price, $12 095, to get us to pay it a visit. It ’ s a deal which, when you look a bit closer, isn ’ t really one. What you get for this amount is the S, a format as naked as a Christmas tree on December 26. Naturally, we won ’ t get huffy about the fact that side molding, hubcaps or even the cassette player are not on the list of standard accessories (though the AM/FM radio is). On the other hand, it ’ s pretty surprising to find that there ’ s no power steering or that the automatic transmission won ’ t go along with a 1.5 litre 4-cylindre engine. The so-called ‘ privileges ’ of owning the RS or LS formats cost more, as you probably guessed. You ’ ll pay if you want these conveniences (the A/C system and the automatic transmission cost an extra $1,000 each), as well as a series of little extras that make life more pleasant. The adjustable steering column, for example, or the remote control for the trunk, or a wider range of adjustments on the driver ’ s seat. The LS offers a bonus of electric windows, a central locking system, and a CD player, among other things.

This sedan offers just enough comfort for four people to squeeze inside. Since misery loves company, you can console yourself with the knowledge that your suitcases and grocery bags are hardly any more comfy, since despite a blessedly large access, the trunk fills up in no time at all (volume of 290 litres). You can make it larger by folding down part or all of the rear seat back, but be warned: the opening you get between the trunk and the passenger compartment is pretty narrow and will really only accommodate oblong objects. The style is nothing fancy, and the quality of the plastic and the finish on the model we tested were like the car itself: inexpensive. The storage areas are barely practical, but we should give its due to the glove compartment, which will hold more than the usual manufacturer ’ s literature. The instrumentation is modest to say the least (only the LS has a tachometer). On the other hand, the good news is that the controls are straightforward and within the driver ’ s easy reach.As you might suspect, the Rio makes no technological breakthroughs. On the other hand, it also doesn ’ t take us 30 years into the past. For that matter, the 4 cylindre engine that powers it, a 1.5 litre, has an aluminum cylinder head with 16 valves.

The Rio is in no hurry: it takes almost 12 seconds (with the A/C off) to reach 100 km/h. It ’ s like riding a turtle. If you ’ re the type who ’ s often in a hurry, we also can ’ t recommend the automatic transmission, which under-performs. We could no doubt have improved the pick-up and acceleration time if the gear shift were not about as precise as a stick of butter.

Add a deficiency of synchronization, an insufficiently progressive clutch and a tendency to be noisy and recalcitrant when backing up. The only consolation might be the engines frugality when it comes to fuel, which will save you money at the pump.

Fine for the city, the Rio ’ s handling quickly becomes annoying and uncomfortable on the highway (not to mention the quantity and quality of the soundproofing). The steering is too light and imprecise at cruising speed. A word on the suspension: First, it provides the Rio with a surprising level of comfort, as long as the road is as straight and smooth as a bowling alley. But if one or the other of these conditions is not there, the Rio turns into a roller-coaster, especially when you want to up the tempo.
The body understeers, rolls a lot on turns and, since it isn ’ t solid enough, the Rio sways strangely, leaving us with the sense that the suspension is really just a couple of big rubber bands. But this primitive road handling is actually the fault of the Korean engineers ’ tuning. The tires, mounted on tiny 13-inch rims, are little bald things (they won ’ t hold the road, especially when it ’ s wet) and are the main reason for the Rio ’ s longer stopping distances, since it ’ s breaking system (a classic disc/drum combo) would normally be noticed for its endurance and heat resistance. So in the end, we can say by way of conclusion that the Rio is not as alluring as its price made it look at first sight.

PROS
Fuel consumption
Fully equipped (LS)
Reasonable engine performance

CONS
Suspension sways in turns
Small trunk (290 litres)
Unknown reliability and resale value.

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * *

REVIEWS AND ROAD TESTS

Vanilla Ice Cream

You have no other choice but drive a sedan? You’d hate spending too much for a steering and four wheels? Tight budget, eh? Kia may have the option you need: the Magentis, a recent and discrete entry intended to silence those who kept saying that Kia sells nothing but cheap vehicles in North America. Will you be convinced? Was I?

Slowly but surely, Kia dealers have considerably increased their proposed assortment over the past few months. Along with the Sephia and Sportage, you now find the Rio (soon offered in wagon version) and the more recent Magentis. This sedan is derived from the current Hyundai Sonata. Just in case you didn’t know, Hyundai owns Kia.

The Hyundai Sonata is not an ugly car, but it won’t draw crowds either. Will it become more popular under the Kia banner (and dress)? Your guess is as good as mine. During April and May, 741 Magentis were sold in Canada. In comparison, 1,351 Sonatas were sold over the same period. Offered in three trims, basic 2,4 LX with four-cylinder engine ($20,995), 2,5 LX ($25,695) more luxurious, more powerful thanks to its six-cylinder engine and 2,5 SE ($27,695), the Magentis is recognized by its aging lines (namely the front grille) and questionable assembly. As a matter of fact, on one of the two cars we tested, some plastic trims threatened to fall while paint bubbles - a rare thing nowadays - could be seen under the hood.

But at first glance, the Magentis is more impressive than anything Kia has ever introduced so far. Physically, this car seems larger than it actually is. The interior is roomy and functional, and leather seating (more attractive than the standard plush) is offered in option. Access to the four-adult interior is easy. Room for 5? Only for short trips! The driving position is relatively comfortable (but lacks support), the steering wheel is adjustable and the bucket seat features multiple adjustments.

The dashboard is tattooed with an ugly (an understatement!) fake-wood plastic cover, many indicators and gauges (including a gear change indicator) in a well-located and visible instrument panel. Controls are easy to find and use without looking away from the road. The factory-installed air conditioner is located in the middle of the dashboard, just below the audio system (with CD player). There is plenty of storage space, with the glove compartment, a two-bin console, pockets behind seats and in door panels. The trunk lid opens on a modular cargo space (the back seat can be folded for larger loads). Just a few words about nuts and bolts. The Magentis rests on a front-wheel drive platform similar to that of the Hyundai Sonata. Basic configuration means a four-cylinder, 149 hp 2.4-litre engine, while more expensive configurations adopt a 2.5-litre 170 hp V6, which should attract most buyers according to Kia. This engine is offered only with a four-speed semi-automatic transmission (the four-cylinder comes with a traditional automatic). Kia offers anti-skid only on the SE, the most expensive trim. Too bad!

At first, the V6 engine seems to have guts, but it’s all an illusion. After all, it takes nearly 10 seconds (9.9 to be accurate) to reach 100 km/h, which is almost one second more than any of its competitors. Pick-ups follow roughly the same tendency. But the Magentis takes its revenge on fuel consumption (averaging 11,1 L/100 km). The fuel tank can hold 65 liters.

As with many transmissions of this type, shifting gears soon becomes a bore and the lever is quickly parked on "D". In another area, the V6 versions are equipped with 15-inch tires (14-inch for the 4 cylinder), which provides for a smoother ride. What else? The variable assistance power steering seems well calibrated, though on the light side and with no road feeling. Not for driving fanatics! We must say that the suspension’s tuning is soft and does not improve this sedan’s handling. As soon as driving gets aggressive, the Magentis understeers, slides and screeches.

In other words, you’ll find its limits sooner than expected. The braking system (all-wheel disks, but ABS only on the SE) stops the Magentis on a short distance but rapidly overheats, losing much of its efficiency.

In a world of compacts with many flavors, the Magentis is like vanilla ice cream. It may appeal to all those - whom I suspect are in great numbers - who can’t care less for automobiles. Its list of accessories is attractive for the price and if the car ever reveals reliable, you might find it soon in many driveways. But not in mine.

PROS
Price/equipment ratio
Nimbleness
Comfort

CONS
Uneven assembly
Tasteless, colorless road handling
Unproven reliability