2022 Toyota Tundra Hybrid First Drive: Pry the Prius From Your Mind
Toyota has been making hybrids for well over 20 years, but the all-new 2022 Toyota Tundra's i-Force Max hybrid powertrain is something new, at least for Toyota. While Toyota's other hybrids (most notably the Prius) use a parallel system (where a gasoline engine and two electric motor-generators connect to a planetary gearset transmission), the i-Force Max—which will also serve as the sole powertrain for the upcoming 2023 Sequoia—is a series system, sandwiching a 48-hp electric motor between a 3.4-liter twin-turbo V-6 and a traditional 10-speed automatic transmission.
Toyota: Pickups Need Their Own Hybrid System
Why the change? According to Toyota, one limitation of the parallel approach is that it cannot deliver continuous maximum torque to the ground because the engine must always route some of its power to a motor-generator that is not directly connected to the wheels. The series system allows both gasoline engine and electric motor to dump 100 percent of their available torque into the driveline simultaneously, and torque is what pickup trucks need. A clutch between the gasoline engine and the electric motor allows the Tundra hybrid to move on battery power alone, but it does so only at slow speeds and light throttle application.
Total system output for the i-Force Max is 437 horsepower and 583 lb-ft of torque, an increase of 48 horses and 104 lb-ft over the non-hybrid Tundra. EPA fuel economy estimates aren't finalized, but Toyota's tests show an increase of 2 mpg in both city and combined cycles, with highway mpg unchanged. Raw numbers: 20/24/22 mpg city/highway/combined for the 4x2 hybrid, 19/22/21 for the 4x4 hybrid, and 19/21/20 for the 4x4 TRD Pro model. Unfortunately for Toyota, those numbers trail the hybrid version of the Ford F-150; the F-150 PowerBoost boasts 25- and 23-mpg combined estimates for 4x2 and 4x4 models, respectively.
Speaking of the Ford F-150 PowerBoost, Tundra shoppers hoping for a mobile power station like Ford's ProPower system are out of luck. Hybrid Tundras have the same 120-volt, 400-watt outlets as non-hybrid versions, but nothing like Ford's optional 240-volt, 7,200-watt system. Toyota said it didn't think it was something customers were clamoring for. There is no way it missed the news stories about Texans using F-150s to heat their homes during last winter's freeze-induced power outage, a situation with a possible repeat one year later as a winter storm descends on the state this week. Toyota is based in Texas, and some of its employees surely experienced last year's winterpocalypse first hand. Let's hope the power grid holds up this time.
Tundra i-Force Max Hybrid: Impressive Refinement
We sampled various Tundra hybrid models, and what impressed us most was the i-Force Max's refinement. Keep in mind what a massive change this is for Toyota: The engineers effectively turned their backs on two decades of parallel hybrid development and did something completely new, yet the i-Force Max system is every bit as smooth and seamless as any other Toyota hybrid.
Under very light throttle, we occasionally noticed a slight bump as the clutch between the engine and motor closed. Decoupling is seamless; like most hybrids, the Tundra shuts its gas engine off early as you coast to a stop, and the only indication we had that the engine had dropped out was the hybrid chiming—a sound many electrified vehicles play to alert the sight-impaired of their silent approach. Speaking of sound, the hybrid Tundra uses the same piped-in engine soundtrack as the gas truck, boosting our impression that this is one of the most non-hybrid-like hybrids we've driven. Someone who wasn't clued in might well think they were driving a Tundra with a conventional V-8.
Toyota's engineers told us their goal for the hybrid system was to create a diesel-like torque curve with strong low-end power. The electric- and turbo-boost gauges—Toyota didn't fit the Tundra with a traditional power flow gauge, which is too bad—shows that the i-Force Max's electric motor primarily works at low speeds and low rpm, filling in the gap between the driver hitting the accelerator and the turbos building boost. The motor also helps out under sudden full-throttle demands—goosing the accelerator to pass, for example—providing a jolt of juice until the turbos spin up. The motor's job is effectively to eliminate turbo lag, which isn't much of an issue in the Tundra to begin with, and once the turbochargers are doing their thing, the electric motor stays mostly dormant. Because the motor is positioned ahead of the transmission, i-Force Max fills in torque dips while the transmission shifts, but Toyota's 10-speed snaps to attention nicely, and it's certainly smoother than the Ford hybrid's 10-speed.
Hybrid Delivers What We Expected When Towing, But Not Off-Roading
We towed a 4,500-pound Airstream travel trailer with a hybrid Tundra, and the electric boost allowed us to move off smartly—a notable change from the non-hybrid Tundra, which needs a lot of revs to get a trailer into motion. Hybrid-equipped Tundras tow slightly more than their non-hybrid counterparts, with tow capacity ranging from 10,340 pounds for the 4x4 Capstone to 11,450 for the Limited 4x2 model with a crew cab and short bed. However, the towing champ in the Tundra lineup is still the lightweight non-hybrid SR5 model, which can pull up to 12,000 pounds.
We took a Tundra TRD Pro (it's exclusively a hybrid) on a fairly challenging off-road course and were surprised at how little the hybrid powertrain came into play. Our cross-country trip in the Rivian R1T and our time with the Jeep Wrangler 4xe has made us fans of electric off-roading, but when we shifted the transfer case of the Tundra TRD Pro to 4-Low range, the gas engine started and stayed running for the length of the trail, and we were unable to detect the hybrid system offering assistance as we crawled through the dirt and mud. We asked Toyota's engineers why there's no silent electric off-roading option, and they cited the clutch between the engine and motor. Connecting and disconnecting the engine and motor would cause a jerk, the antitheses of the smooth throttle modulation that off-roading requires. They assured us the motor can help out if you open the accelerator climbing a grade or crossing a bog.
The Tundra i-Force Hybrid Lineup
Toyota is offering the i-Force Max hybrid powertrain as standard for the TRD Pro and new top-of-the-line Capstone models. It's optional in the Limited, Platinum, and 1794 Edition trims, but not the basic SR and SR5. All Tundra hybrids have crew cabs—the battery lives under the rear seat—but buyers can choose from 5.5-foot-bed, short-wheelbase or 6.5-foot-bed, long-wheelbase variations. The price premium for the i-Force Max hybrid is $3,400 in all models, so the range spans from $53,995 for the short-box 4x2 Limited to $66,115 for the long-box 4x4 1794 Edition. The hybrid-only TRD Pro lists for $68,500, while the Capstone goes for $75,225; both are available exclusively as four-wheel-drive, short-wheelbase, short-bed models.
Speaking of the Tundra Capstone, we got our first drive in this high-zoot competitor to the Ford F-150 Limited, Chevrolet Silverado High Country, GMC Sierra Denali, and Ram 1500 Limited. What sets the Capstone apart from other Tundras? Outside, it gets extra chrome for the grille (at first glance, it isn't all that easy to distinguish from the Platinum and 1794 models) and big, shiny 22-inch wheels, along with Capstone lettering on the door. Inside you'll find two-tone black-and-white leather of the same type used in the Lexus LS, open-pore wood, ambient lighting, and a high level of standard equipment—every available feature in the Tundra comes standard except for towing mirrors, adaptive air suspension, air springs, and a head-up display, which are optional.
Although we like the idea of a high-end Tundra, we have to wonder whether any of the Capstone designers has ever owned a pickup truck. The two-tone interior looks beautiful, and the soft leather on the steering wheel feels great under our palms. But white leather on the armrests, steering wheel, and dashboard? On a pickup? Someone didn't think that one through, unless Toyota plans to add a built-in sink to wash your hands after hooking up a trailer or loading the bed with fill dirt. And those 22-inch wheels might look nice, but they take the Tundra's lumpy ride, which already deteriorates quickly on bad pavement, and make it even worse. (And yes, we tried the adjustable suspension's Comfort and Sport modes; we think they should be labeled "uncomfortable" and "just a smidgeon more uncomfortable. ") A $75,000 truck with a dirt-magnet interior and a dreadful ride? We'll take a pass.
But the rest of the hybrid lineup? Yes, we like it. Much as Toyota might want us to believe otherwise, an electrified pickup like the Tundra i-Force Max is a world away from a true electric pickup like our Truck of the Year-winning Rivian R1T, the Chevrolet Silverado EV, the Ford F-150 Lightning, or the GMC Hummer EV. But a well-built, refined truck that uses less fuel and does a better job at towing and hauling—and one that imposes no penalty from its drivers save a slightly higher price? That seems like a sensible proposition to us.
Looks good! More details?2022 Toyota Tundra i-Force Max Hybrid Specifications BASE PRICE $53,995-$75,225 LAYOUT Front-engine, RWD/4WD, 5-pass, 4-door truck ENGINE 3.4L/389-hp/479-lb-ft twin-turbo port- and direct-injected DOHC 24-valve V-6, plus 48-hp/184-lb-ft electric motor; 437 hp/583 lb-ft comb TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,200 lb (mfr) WHEELBASE 145.7-157.7 in L x W x H 233.6-245.6 x 80.2-81.6 x 77.5-78.0 in 0-60 MPH 5.8-6.3 sec (MT est) EPA FUEL ECON 19-20/21-24/20-22 mpg (est) EPA RANGE, COMB 644-708 miles ON SALE Spring 2022 Show AllYou may also like
mercedes-benz sl-class Full OverviewThe AMG gang in Affalterbach desperately wants you to know a few things about the 2022 Mercedes-AMG SL-Class. One, they designed it. From scratch and with little help from the Benz mothership. Two, it barely shares a screw or rivet with the AMG GT Roadster they also designed. Three, despite the new SL having grown a pair of vestigial back seats and adding a few inches in length, it promises to be the sportiest SL roadster since the racing-derived 300SL from 1957. And four, thanks to miracles of modern science, this new R232 SL also promises to deliver comfort on par with—if not exceeding—that of its Mercedes-developed R231 predecessor.Three months of engineering roundtable Zoom calls and even a low-speed ridealong event have sufficiently satisfied us on the first two points; it's the last two that we've been itching to verify. At long last we had the opportunity to flog both the SL55 and SL63 variants on a variety of highways and twisting roads. So, has AMG managed to channel the speed-record-setting, Mille Miglia-winning verve of the original W196 while making the car even more cosseting and comfy than the outgoing roadsters?Mercedes-AMG SL Performance in a Straight LineThe 2022 Mercedes-AMG SL63 will undoubtedly go down in our record books as the quickest SL we've tested. Mercedes claims this 577-hp, 590-lb-ft beast will dash from 0 to 60 mph in just 3.5 seconds, thanks in large part to newly standard all-wheel-drive traction that guarantees none of those ponies or pound-feet gets squandered generating tire smoke or brake heat from traction-control intervention. Converting those estimates to account for MotorTrend launch-control test conditions and a 1-foot rollout will probably boil that number down to something much closer to 3.0 seconds flat. (The last two SL models we tested each beat Mercedes' conservative estimates by exactly half a second.) The SL55, running the exact same engine but with smaller turbos and slightly less aggressive tuning produces "just" 469 horsepower and 517 lb-ft. The AMG team reckons it'll give up three-tenths to the SL63.For some perspective, that performance should rank the SL models somewhere about even with the Porsche 911 Carrera 4S and GTS cabriolets, which is to say, ahead of the BMW M850i xDrive cab (3.9 seconds to 60 mph) and way out in front Lexus LC500 (4.7 seconds) in the bucks-up 2+2 cabrio set.Trust us, if you never drive an SL63, that SL55 will seem like it has more than enough power. However, we might counsel those prepared to settle for the SL55 to consider opting for its AMG Dynamic Plus package, which brings with it a Race mode. We don't typically prefer Race modes because they usually disable all the stability controls, increasing amateurs' risk considerably. This one does not.What it mostly does, in addition to heightening all the car's responses, is switch to a perfectly linear throttle response map. There's more gain earlier in the pedal travel in the Sport and Sport+ modes, which may make the car seem more eager and powerful, but at some cost to the predictability serious drivers prefer. The computer programming in Sport+ and Race modes devotes a bit of extra fuel to generating delightful pops and snorts on overrun. That feature is fun, but this mode also tends to deliver some harsher downshifts when slowing, which can feel like grabbing brakes (this never happened in Comfort mode).We only got the SL63 up to triple-digit speeds briefly, but with the optional AMG Aerodynamics package, an air dam in front of the engine lowers 1.6 inches at speeds above 50 mph to help induce a venturi effect that helps suck the car down to the ground and reduce front-axle lift.SL-Class Handling BehaviorThese are heavy cars, pushing two-and-a-quarter tons. But AMG Active Ride Control, which connects opposite corners of the car hydraulically to limit body roll (as on various McLaren cars and now Rivian trucks), truly makes them feel as agile as cars weighing a half-ton less. This is another feature that's standard on the SL63, and available to help make your SL55 cost almost as much as a 63.Clicking the steering-wheel-mounted drive mode selector clockwise relaxes the stability nannies somewhat, making the cars progressively more neutral in their handling demeanor, but there's no "drift mode," no option to bar torque from reaching the front axle. (That's right—unlike the AMG GT family, the SLs are all-wheel drive.) And hence, even an aggressive drive up Mount Palomar on a cool morning with slightly dewy road surface, we never once sensed Race mode allowing the tail to run wide. More than a little credit here is due the Michelin Pilot Sport 4S tires—265/40 front, 295/35 rear on the standard 20-inch rims, or 275/35 front and 305/30 on the optional 21s we mostly ran.The carbon-composite brakes deserve honorable mention for being equally adept at shedding heroic speeds upon approach to a tightening-radius corner—corner after corner—as they are at executing a limousine stop in town. Both models share this standard six-piston front, single-piston rear brake system.Steering feel changes as you switch modes, and we generally found the comfort mode to be a bit too light. The other modes don't heighten the driver's feel for the road, per se, but the firmer helm feels better. We were blissfully unaware of the four-wheel steering (standard on both models) doing its thing, except when executing exceptionally tight U-turns.The California roads between Newport Beach and Palm Springs are relatively smooth, but we aimed for the bumpiest patches we could find and were impressed by the suspension compliance afforded in Comfort mode. The Sport and Race modes firm things up noticeably enough that we took the time to program the Individual mode with everything set to its raciest option and the suspension set to Comfort. This was our Goldilocks "just right" setting, but we also appreciated that individual characteristics (steering, ride, exhaust noise, etc.) can be easily adjusted on the fly using the round selector and twin toggle switches at the lower left side of the wheel, just opposite the main mode-selector switch. The super-rigid multi-material structure never seemed to twist or jiggle in response to bumps.What's the Mercedes-AMG SL-Class Like to Live With?Mostly wonderful. The cabin seems as quiet with the soft top up as the previous model did with its folding hard top raised. The Z-fold fabric roof lowers in 15 seconds at the touch of a button, and a switch allows all four windows to be lowered simultaneously. Happily, the sun visors swivel out, unlike on some convertibles. Raise the windows and pull up the mesh-screen wind blocker that covers the rear "seat" to keep the cabin remarkably calm and quiet even at highway speeds. In cooler weather, switch on the Airscarf neck-warmer to extend the top-down season (the cockpit isn't long enough to need the E-Class convertible's Air Cap windshield header air-management screen).The center info screen adjusts between 12 and 32 degrees to prevent sun from reflecting directly into the driver's eyes, though the buttons for adjusting this (and for raising and lowering the top) can be hard to see when that glare prompts you to fix the screen. We're also not completely sold on a lot of the capacitive switchgear in use here. The mirror switch, for example, didn't seem to respond as expected. We have yet to experience capacitive switches we love.As with all new Mercedes products, the all-digital instrument cluster can be set to display any of several different themes and tons of information, the most pertinent of which is redundantly shown on the head-up display (standard on 63, optional on 55). Track Pace screens will help folks monitor and improve their performance on their car country club track, and the additional stowage space behind the front seats and in the trunk should make the new SL much more useful as a daily driver.We reckon the new car is comfortable enough to retain the SL faithful and sporty enough to pull some customers out of 911s, the BMW 8 Series, and Lexus LCs. Of those, the BMW's nearly 5 inches of added wheelbase gives it a slightly more usable rear seat (the SL's is only rated for passengers shorter than 5 feet tall). A lighter Porsche will always feel nimbler, and the Lexus design may turn more heads, but this Mercedes-AMG enjoys nearly seven decades of heritage, and this R232 pays legitimate homage to its very best SL progenitors.When and How Much?The 2022 Mercedes-AMG SL-Class will go on sale in the second quarter of 2022. Mercedes isn't talking pricing just yet, but it seems a safe bet to assume that since the new 2+2-seat SL is effectively replacing both the four-seat S-Class cabriolet and two-seat R231 Mercedes-Benz SL-Class, pricing should represent an average of these models. Let's figure $132K for the SL55 and $175K for the SL63. That prices the new SL right in the thick of the 2+2-passenger convertible crowd.Looks good! More details?2022 Mercedes-AMG SL-Class Specifications BASE PRICE $132,000-$175,000 (est) LAYOUT Front-engine, AWD, 2+2-pass, 2-door convertible ENGINE 4.0L/469-577-hp/516-590-lb-ft twin-turbo direct-injected DOHC 32-valve V-8 TRANSMISSION 9-speed auto CURB WEIGHT 4,300-4,400 lb (est) WHEELBASE 106.3 in L x W x H 185.2 x 75.4 x 53.5 in 0-60 MPH 3.5-3.8 sec (mfr est) EPA FUEL ECON 16/21/18 mpg (est) EPA RANGE (COMB) 350 miles (est) ON SALE 2nd Quarter 2022 Show All
People trip over Amazon boxes to get inside their homes. Online shopping was big business before the pandemic and is now the go-to for many consumers for most goods with one notable exception: buying cars.The auto industry is behind the rest of the world when it comes to online purchases, even though buyers consume everything else digitally, TrueCar President and CEO Mike Darrow said during a presentation at the Automotive Press Association in Detroit.Death, Taxes, and Car SalesBut that will change—and fast. In 2019, a mere 1 percent of auto sales, new and used, were conducted digitally. It grew to 10 percent in 2020, spurred by COVID shutdowns and lockdowns. By 2025, 40 percent of auto purchases in the U.S., about 23 million new and used vehicles, will be conducted completely online, Darrow says, and surveys show 62 percent of people say they would buy online if they could.It shouldn't be that hard. The IRS reported that 71 million people filed their U.S. income tax online this year with no help—that's gotta be harder than buying a car online, Darrow says.The transition from a century-old way of selling cars by visiting a dealership is also being fueled by new automakers, starting with Tesla which prominently adopted a direct sales strategy that is being followed by other new electric carmakers including Rivian, Lucid, and VinFast.Ford Wants to Sell EVs OnlineConventional automakers also want the flexibility. Ford CEO Jim Farley recently said he would like to switch to haggle-free pricing and digital sales for EVs, with dealers as service centers for customers who buy their vehicles online.Darrow sees it as a way for automakers like Ford to stimulate conversation with their retailers and while he sees EVs as a good focus initially, he favors digital sales for all vehicles regardless of age or powertrain. The TrueCar CEO fully expects automakers to develop their own in-house digital sales process that will compete with TrueCar. The difference: Ford will sell to those who already know they want a Ford; TrueCar will offer cross-shopping across multiple brands for the consumer looking at a wider field.TrueCar+TrueCar has used a leads-based model to date where it helps consumers find a car and passes the lead on to a dealer to complete the transaction. But TrueCar is testing a new model called TrueCar+ in Florida that would be the first new and used car online marketplace, allowing its 8.6 million monthly visitors to conduct the entire car-buying process online, from sourcing and pricing to insurance and financing, before handing it off to the dealer to supply the vehicle.New ways of doing business are taking over during difficult times for dealers and online shopping sites alike with the scarcity of inventory. TrueCar has about 1 million vehicles listed on its site, half the usual menu. Of those, less than 300,000 are new cars; the site usually has 1 million new cars that dealers are offering up for sale.
kia sorento-hybrid Full OverviewThe Kia Sorento is one of the better midsize SUVs you can buy, but it just missed a podium placement in our midsize SUV rankings. So what gives? Well, despite its confident handling, eager responses, and tech-forward interior, the mainstream turbocharged gas powertrain isn't as refined as it should be. We recently tested the Sorento Hybrid, and it has an entirely different personality. Is this the pick of the litter?While the non-hybrid Sorento offers a broad range of models, Kia streamlined the hybrid lineup into two moderately contented trims. Our test example was the higher EX version, which is far from Spartan but not as plush as the tippy-top conventional Sorentos, and it's worth noting the hybrid only offers a six-seat configuration where the regular version also has an available seven-seat layout. Fuel economy is the main draw here, with hybrids achieving 39/35 mpg city/highway. In comparison, the gas-only 2022 Sorento tops out at 24/29 mpg with the base engine and 22/29 mpg with the turbo four-cylinder—all with front-wheel drive.To achieve these strong results, the 2022 Kia Sorento Hybrid teams a 1.6-liter turbocharged four-cylinder, electric motor, and lithium-ion battery pack to deliver a healthy 227 horsepower and 258 lb-ft of torque to the front wheels. (AWD adds $1,800-$2,300, depending on trim level.) The hybrid trades the regular Sorento's clunky eight-speed dual-clutch transmission for an unobtrusive six-speed planetary automatic.The Objective Numbers—and Subjective OpinionIn our tests, the Sorento Hybrid ran from 0-60 mph in 8.4 seconds. That matches exactly the time we achieved in a Toyota Highlander Hybrid AWD, which is larger than the tweener Kia. Unsurprisingly, the Sorento Hybrid is quite a bit slower than the 281-hp turbocharged Sorento, which hit the mark in 6.3 seconds. More troubling than the mediocre acceleration time is exactly how the Sorento accelerates and its lack of power, especially at speeds above 50 mph. There's a bit of a sugaring feel from the hybrid's turbocharged engine, too, which is a disappointment.Our feelings were mixed on the Sorento Hybrid's ride, with some noting it could use refinement. Handling is a tough call, too. On our figure-eight course, the Kia turned in a time of 27.7 seconds at an average 0.62 g, a better performance than we achieved in the Highlander Hybrid (28.4 seconds at 0.58 g). The non-hybrid Sorento beats them both with a time of 26.5 seconds at 0.67 g. Our test team praised the Sorento Hybrid's natural steering feel and neutral chassis, but its performance wasn't consistent. "Acceleration was brisk while I had an almost full battery but clearly waned when I got down to one last bar," road test editor Chris Walton said. We also noted considerable body lean.Because hybrids often suffer from mushy or non-linear brakes, we were curious to see how the SUV would perform in our 60-0-mph test. The Sorento Hybrid stopped in 121 feet, on par with the Highlander Hybrid but a slightly longer distance than the non-hybrid Sorento. Nevertheless, our test team praised the Sorento Hybrid's brake feel and overall body control.As a whole, the Sorento Hybrid's driving experience failed to impress. The turbo gas-only Sorento is the more tempting option, even if its engine and transmission combination rarely serve up a smooth off-the-line start.How It Is to Live WithAt least the hybrid doesn't sacrifice much interior space for better fuel economy. It offers slightly less legroom in the second row than the non-hybrid model, but it has the same amount of legroom in other rows and the same amount of cargo space. Headroom is tight in the third row, although legroom there is reasonable enough—if still tight—for a three-row SUV of this size. The raised floor causes your knees to sit up higher than you might imagine. Bottom line: The back row is best for occasional use.Accessing the way back is easy because the rear seats fold down readily. The second-row seats go down with the push of a button on the top of the seat back, and the third-row seats drop to the floor with the simple pull of a lever. There's also the option to fold down the second-row seats with a button in the cargo area.The interior departs from Kia's usual designs. Along with vertical-oriented air vents, the cabin features a space-saving rotary gear shifter. For the 2022 model year, all Sorento Hybrids feature a sleek 10.3-inch touchscreen. (Our 2021 model photo vehicle was stuck with an 8.0-inch screen).Our Sorento Hybrid EX came with a slew of standard safety features, including rear blind-spot collision avoidance assist, rear cross-traffic collision avoidance assist, stop-and-go adaptive cruise control, and a helpful lane keep assist feature. Heated front seats, an expansive panoramic sunroof, and USB chargers for all three rows sweeten the deal. Kia is known for its strong feature-per-dollar value, and although this isn't a shining example, our Sorento Hybrid test vehicle offers a solid amount of equipment for just under $38,000. Looking at value in terms of five-year cost of ownership, the Sorento Hybrid is just adequate. Considering costs such as depreciation, insurance, fuel, and maintenance over a five-year period, our partners at IntelliChoice gave the 2022 Sorento Hybrid an Average value rating.Kia has a unique product on its hands: a stylish, three-row SUV that's not too big and that provides excellent hybrid fuel economy. But be prepared to sacrifice performance for efficiency. The Sorento Hybrid lacks the wow factor of Kia's other three-row SUV, the Telluride. At the end of the day, the Sorento Hybrid is a solid vehicle, and it would have been hugely impressive just a few years ago, but we now know how much better Kia can do.Looks good! More details?2022 Kia Sorento EX Hybrid Specifications BASE PRICE $37,165 PRICE AS TESTED $37,610 VEHICLE LAYOUT Front-engine/motor, FWD, 6-pass, 4-door SUV ENGINE 1.6L Turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 177 hp @ 5,500 rpm (gas), 60 hp (elec); 227 hp (comb) TORQUE (SAE NET) 195 lb-ft @ 1,500 rpm (gas), 195 lb-ft (elec); 258 lb-ft (comb) TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4,091 lb (56/44%) WHEELBASE 110.8 in LENGTH x WIDTH x HEIGHT 189.4 x 74.8 x 66.7 in 0-60 MPH 8.4 sec QUARTER MILE 16.4 sec @ 87.2 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 39/35/37 mpg EPA RANGE (COMB) 665 miles ON SALE Now Show All
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