First Drive Review
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Believe of it as a re-multipurposed minivan MPV thing.
Kia doesn’t want you to consider of its new Sedona as a minivan. Sure, it was a minivan in its prior generation. But now, according to Kia, it is a “multipurpose car.” It is exciting, this avoidance of the dreaded minivan label. Yes, the redesigned Sedona is a wee bit much more bullish in the nose and slightly far more brawny all round, exuding a utility persona—a “CUV-like style,” according to Kia. But these sliding rear doors say “minivan” as clearly as they did in 1984, when the Dodge Caravan and the Plymouth Voyager ushered in a new era of all-about family members usefulness. Get in touch with it whatever you want, folks will know what it is—a roomy, generously equipped minivan, one particular which delivers a wide range of functions and a high level of comfort.
The new Sedona shares extremely tiny with its predecessor: The platform, sheetmetal, interior, and powertrain are new. At 201.4 inches, the minivan’s all round length has shrunk by .6 inch, on a wheelbase that is stretched 1.6 inches. The Sedona’s width is unchanged, and the roof now nestles .8-inch closer to the pavement.
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With an eye toward improving the Sedona’s narrow-offset frontal-collision efficiency in NHTSA crash tests, Kia cranked up the percentage of higher-strength and ultra-higher-strength steel, added thicker welds in strategic locations, and created improved use of industrial adhesives. The side benefit is enhanced torsional rigidity as well as a more cohesive structural feel on the road. In addition to structural improvements, the improvement group also invested time and material in sound-deadening measures, an investment that is apparent in the cabin’s quietude.
Weights and Ponies
The third-generation Sedona avoids the pudginess of the original, but it is no lightw7 A new powertrain has been assigned to moving this mass—new to the Sedona, that is. Replacing the previous 3.5-liter V-6, the 3.3-liter direct-injected V-6 is shared with Kia’s Sorento crossover and Cadenza sedan. At 276 horsepower, it adds 7 ponies to the system, maintains the identical EPA highway rating (24 mpg) and gains 1 mpg on the city cycle (18). Like the outgoing engine, the 3.3 is mated to a 6-speed automatic.
Far more horsepower is always welcome, but the increase is more Hello Kitty than Hellcat in the true planet. Acceleration is sufficient in urban site visitors, but 2-lane passing exposure felt a small long in the course of our brief afternoon drive in the hills of California.
In a comparable vein, the Sedona’s suspension is tuned for comfort, not for speed, and its hydraulic energy steering program is each slow (3.2 turns lock-to-lock) and a small secretive. On the other hand, the Sedona delivers extremely properly on the dynamic values essential to families, offering a supple ride good quality with nary a jolt and hushed interior noise levels that rival anything in the minivan/MPV class. Or for that matter, just about any class you care to name.
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Safety characteristics, normal and optional, are contemporary and comprehensive, always a essential factor in the class. The new reclining middle-row Initial Class lounge-type seats with extendable reduced-leg rests and airliner wing-variety headrests lend a distinctive element to the selection list. The 5 trim levels with base prices ranging from $ 26,795 to $ 40,595 indicates there’s a package for just about any budget.
The Honda Odyssey could still rule this derby, but the new Sedona, regardless of no matter whether you contact it a minivan or an MPV, figures to run closer to the front of the pack.
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