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kia sorento Full OverviewAs a midsize crossover with three rows of seats, Sorento teeters on the precipice of brilliance and irrelevance. Some may find its in-betweener form factor ideal (it's really more of a full-time two-row with part-time third-row perches); others that something more decided—like Kia's smaller smaller, two-row Sportage or larger, three-row Telluride—would better fit their needs. Over the many months and more than 23,000 miles we spent with the 2021 Kia Sorento SX in our long-term review fleet, we decided that, here, segment-splitting works. Better than simply being functional, the Sorento gives lots more to like than not.Minimal TarnishLet's get the negatives out of the way. First and foremost is the dual-clutch transmission's low speed behavior, a gripe we've had with the Sorento since our first drive. When pulling away or creeping forward, particularly on an incline, it can stutter, leading to hesitant, jerky departures.Despite that evaluation, we'll qualify it as minor annoyance. We call it out mostly for drivers accustomed to traditional automatics. If that's you, you'll notice that the Sorento's dual-clutch doesn't let you depart in a consistent and immediate way. You'll also likely be able to overlook it. And after first gear, shifts are nearly invisible, perceptible audibly more than any other way.Relatedly, turning off the engine start/stop system became routine. It restarts too slowly, which combines with the transmission's fumbles to make smooth getaways impossible. We preferred sacrificing a little bit of fuel (and taking the emissions hit) for the sake of drivability.Fuel Efficiency and MaintenanceRegarding fuel, in 23,033 miles we averaged 22.8 mpg, not quite meeting the EPA's 24 mpg combined economy rating, but not missing it by much either. Regardless, its commendable, given MT drivers' eager right ankles, and that we had a bulky tent fixed to the Sorento's roof rails for well over 4,000 miles. Additionally, we bested the EPA's 425-mile range estimate several times, at one point draining 471 miles out of the tank.Two stops for scheduled service totaled $354.18, making the Sorento more expensive to maintain than similar long-term SUVs we've had in our fleet. And it would have cost even more had we bought the $300 advanced fuel system cleaning service proposed at the second visit. We spent less than $350 each on our 2017 Mazda CX-5 and CX-9, anda different Kia, our 2020 Telluride, was a bargain at $120 spent over a similar number of miles.Nevertheless, the Sorento remained reliable during its stay. The only thing resembling an unexpected issue was a subtle yet persistent creaking noise that began emanating from the headliner as the odometer neared 20,000 miles.A Serious Glow UpOn to the good stuff. We never got over the Sorento's crisp, angular styling. It's incomparably improved over the previous Sorento, and to our eye one of the better-looking vehicles in its segment, especially in our test vehicle's Crystal Beige hue.The cabin also convinced us with its functionality and ease of use. We appreciated Kia's preference—which seems to be changing—for unfussy physical knobs and switches, but the capacitive buttons mixed in worked as intended, too. Settling in was eased by the little bins on the center console, and getting out facilitated by the easy-pull door handles—Kia thought through the details, including those stylish geometric air vents. We have no gripes about our $42,190 SX-trim Sorento's 10.3-inch infotainment touchscreen, although a driver-information display larger than 4.2 inches would've been nice. Maybe it'll arrive in the mid-cycle update.Whether the second and third rows were upright or folded, the Sorento readily adapted to the situation. Its wide-opening rear doors made access a breeze, as did the super-simple folding operation of the second-row captain's chairs. Drivers who plan to frequently pack their SUV to capacity should probably size up, but with ventilation and USB ports the Sorento's far-back seats produced few complaints. Our crossover's enormous panoramic moonroof was a favorite feature for riders-along. Folding the rear seats opened up a great deal of cargo space, making it easy for this writer to toss in his mountain bike.Then there was actually driving the Sorento. During its evaluation at our 2021 SUV of the Year contest one judge called it "the feel-good hit of the competition," a sentiment that held true through our long-term test. With sensitive steering and nimble reflexes, the Sorento had that oft-praised attribute of feeling smaller than it is. Undulating pavement could set the ride afloat slightly, but the Sorento's overall handling verve made it enjoyable to pilot.Despite the aforementioned dual-clutch fumbles, the turbocharged 2.5-liter I-4 always delivered solid acceleration. We evaluated other Sorento powertrain options in parallel with our long-termer, and came away convinced that this turbo mill is the one to get even if it's not supremely refined or efficient. The all-wheel drive system behind it seemed unbothered by the few dirt roads we traversed.Over the many, many highway miles we covered—throughout California, and to Oregon, Utah, Nevada, Colorado, Arizona, and New Mexico—the Sorento's driver aids rarely faltered. The adaptive cruise control was responsive and consistent, aided by solid lane-keep assist which would take the lead in staying centered even in surprisingly tight curves.Good as GoldOn the 2021 Sorento's arrival, we found ourselves thinking about Kia's midsize crossover in an unusual way: Surprised to realize we were giving even a modicum of mental energy to a Sorento in the first place. Prior iterations never warranted much consideration, let alone actual affection. But now that our Sorento is gone, we find our thoughts cast in another unexpected direction—we miss it. Not only did it prove itself as the best Sorento ever, but as a worthy competitor to crossovers bordering it on either side of the size spectrum. It could be a while yet before a similarly multitalented SUV joins our long-term fleet.Looks good! More details?For More on our 2021 Kia Sorento:The Kia Sorento joins our long-term fleetMicrochips aren't the only thing in short supply these daysA trip to the trackWhat we learned over 4,000 miles of camping in our SorentoTech that works, and tech that doesn'tWhich Sorento engine is best?Up the Creek2021 Kia Sorento SX AWD Specifications DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbocharged direct-injected DOHC 24-valve I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 2,497 cc/152.4 cu in COMPRESSION RATIO 10.5:1 POWER (SAE NET) 281 hp @ 5,800 rpm TORQUE (SAE NET) 311 lb-ft @ 1,700 rpm REDLINE 6,500 rpm WEIGHT TO POWER 14.5 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO N/A SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 13.7:1 TURNS LOCK-TO-LOCK 2.6 BRAKES, F; R 12.8-in vented disc; 12.0-in vented disc WHEELS 8.5 x 20-in cast aluminum TIRES 255/45R20 105V Continental CrossContact LX Sport (M+S) DIMENSIONS WHEELBASE 110.8 in TRACK, F/R 64.5/64.8 in LENGTH x WIDTH x HEIGHT 189.0 x 74.8 x 66.7 in GROUND CLEARANCE 6.9 in APPRCH/DEPART ANGLE 16.8/22.1 deg TURNING CIRCLE 37.9 ft CURB WEIGHT 4,084 lb WEIGHT DIST, F/R 57/43% TOWING CAPACITY 3,500 lb SEATING CAPACITY 6 HEADROOM, F/M/R 40.3/39.1/36.8 in LEGROOM, F/M/R 41.4/41.7/29.6 in SHOULDER ROOM, F/M/R 59.1/58.1/53.0 in CARGO VOLUME, BEH F/M/R 75.5/38.5-45.0/12.6 cu ft ACCELERATION TO MPH 0-30 2.4 sec 0-40 3.6 0-50 4.8 0-60 6.4 0-70 8.1 0-80 10.3 0-90 12.9 0-100 16.0 PASSING, 45-65 MPH 3.1 QUARTER MILE 14.8 sec @ 96.5 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.66 g (avg) TOP-GEAR REVS @ 60 MPH 1,600 rpm CONSUMER INFO BASE PRICE $40,965 PRICE AS TESTED $42,190 AIRBAGS 6: Dual front, front side, f/m/r curtain BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 17.7 gal EPA CITY/HWY/COMB ECON 21/28/24 mpg EPA RANGE, COMB 425 mi RECOMMENDED FUEL Unleaded regular ON SALE Now Our Car SERVICE LIFE 12 mo / 23,033 mi BASE PRICE $40,965 OPTIONS Cross bars ($360); Auto-dimming mirror with HomeLink ($350); Carpeted floor mats ($210); Cargo cover ($190); Carpeted cargo mat ($115) PRICE AS TESTED $42,190 AVG FUEL ECON 22.8 mpg PROBLEM AREAS None TOTAL FUEL COST $4,585 MAINTENANCE COST $354.18 (2- inspection, oil change, tire rotation; in-cabin air filter) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $36,700 (87%) RECALLS Replace high-pressure fuel pipe *IntelliChoice data; assumes 42,000 miles at the end of 3-years Show All

alfa-romeo stelvio Full OverviewProsPunchy engineStrong, beautiful designFun to drive ConsSmall infotainment screenToned-down cabinTight interiorEverything sounds better in Italian, and the badge applied to the 2022 Alfa Romeo Stelvio Veloce is no exception. "Veloce" means "quick" in English, but can you imagine a vehicle called, say, the Ford Quick or the Chevy Fast? Yeah, no. Yet in Italian, the same word sounds sexy. But best of all, the Stelvio Veloce is indeed fast, sporty, and spirited.The Veloce trim came on board for the 2022 model year, replacing the Ti Sport trim. It's the highest available model with the standard turbocharged 2.0-liter four-cylinder, which happens to be the most powerful base engine in the luxury compact SUV segment.Veloce but Not Molto VeloceWith 280 hp and 306 lb-ft of torque, there's no doubt the Stelvio has guts. Step on the throttle, and the response is immediate, and full torque is on tap from just 2,000 rpm. That's among the ingredients that make the Stelvio one of the sportiest SUVs, as is the eight-speed automatic transmission that likes to hold gears when Dynamic mode is active. Even the default Natural mode is a delight, though; the transmission is relatively snappy, and the perfectly linear steering delivers a wealth of feedback. In all modes, it's possible the Stelvio might ride a little too stiffly for some, but excellent damping takes the edges off the harshest impacts, and we enjoy having a better feel for the road.Unfortunately, there's a bit of un-veloce here: Despite that muscular turbo-four, at 5.9 seconds, the Stelvio Veloce is a little bit slower than some other compact luxury SUVs to 60 mph. The time is good overall, but in our testing it trails slightly behind the 2022 Porsche Macan (5.6 seconds), 2021 Audi Q5 (5.7 seconds), and even the last Stelvio we tested—a 2018 Ti Sport (5.4 seconds). But it's ahead of the 2022 Genesis GV70 2.5T (6.0 seconds), 2021 Acura RDXand 2022 BMW X3 xDrive 30i (6.4 seconds each).But the numbers aren't the full story. Combine its responsive powertrain with its capable, composed, and confidence-inspiring chassis, and the Stelvio Veloce is, in fact, perfectly veloce. Wherever you're driving it, the Stelvio behaves more like a lifted hot hatchback, feeling quick off the line and allowing drivers to attack back roads with a zeal that makes miles disappear faster than they might in a number of more appliance-like competitors. "I like that the steering is friction free and that the rim is thin," road test editor Chris Walton said. "This allows you to steer with your fingertips and not your palms."Overall, the experience behind that wheel is engaging, and the Stevlio's personality and captivating experience are what distinguish it from the rest of the segment—and make it the target of discerning drivers who need an SUV.Gorgeous Exterior, Subpar InteriorDespite being four years old, the 2022 Alfa Romeo Stelvio Veloce remains one of the best-looking SUVs in the segment. Like its Giulia sedan stablemate, the Stelvio has aged well and continues to look sharp even when newer models have entered the market. Unfortunately, that's not the case inside. Although there isn't anything wrong with the cabin, its plain layout lacks the attention to detail and sophistication of other SUVs in the segment.The 8.8-inch touchscreen is quite small for today's standards, and although we like its functionality and placement in the center console, the infotainment system feels antiquated and lacks updated graphics. There is no wireless Apple CarPlay or Android Auto, and it's a bit hard to explore or find what you need given the limited menu buttons.The rest of the cabin lacks the plushness we've seen in other SUVs, as well. There's nothing that will grab the attention of anyone getting into a Stelvio for the first time. The ergonomics are perfectly fine, with everything within reach of the driver, and there are hard buttons for the A/C and a volume knob, but designers missed an opportunity to make the interior more elegant and premium. In addition, interior space is a bit tight for those in the rear seats, with a big drivetrain hump that will make middle-seat passengers uncomfortable.If Alfa was aiming for a simplistic, driver-focused cabin that wouldn't draw attention from the sensational driving experience, then we suppose the layout, design, and technology make sense. But when compared against other compact luxury SUVs, the Stelvio stands out for lacking content important to buyers these days. Ventilated seats, for example, aren't an option on the Veloce, and some safety technologies standard in other SUVs (like lane keep assist) are part of a $1,495 package here. Given the excellence permeating the segment from the likes of, say, Genesis, Alfa would do well to up its game.Although lane keep assist is an option, the Veloce adds several driver assist features that were previously optional. Adaptive cruise control, blind-spot monitoring, lane departure warning, automatic high-beams, and front and rear parking sensors are now standard. Navigation, wireless charging, and heated front and rear seats are also included on all trims.Should You Buy a 2022 Alfa Romeo Stelvio Veloce?If you're looking for a sporty experience, an attractive design, and a cabin that delivers the basics, then the answer is assolutamente sì. But if you'd rather drive an SUV that focuses on comfort and interior amenities, there are better options.The 2022 Alfa Romeo Stelvio Veloce we tested checked out at $60,665, on the expensive side of the ledger. Compare that with the $64,670 of our long-term 2022 Genesis GV70 Sport Prestige with the optional 3.5-liter turbo V-6 engine, and the Stelvio suddenly feels short on value. The GV70 does a better job delivering a plush cabin with lots of attention to detail and premium materials, and it still feels sporty without sacrificing ride comfort.And yet, for a model that's only received light updates since it came out in 2018, the Stelvio is aging gracefully. It falls short in many objective areas, but every opportunity to drive it is another opportunity for fun, and that's high on our list of priorities. If it's high on yours, too, you'll likely think the Stelvio is simply spettacolare.Looks good! More details?2022 Alfa Romeo Stelvio (Veloce) Q4 Specifications BASE PRICE $53,895 PRICE AS TESTED $60,665 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L Turbo direct-injected SOHC 16-valve I-4 POWER (SAE NET) 280 hp @ 5,200 rpm TORQUE (SAE NET) 306 lb-ft @ 2,000 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,023 lb (50/50%) WHEELBASE 110.9 in LENGTH x WIDTH x HEIGHT 184.6 x 74.9 x 66.0 in 0-60 MPH 5.9 sec QUARTER MILE 14.5 sec @ 94.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 22/28/24 mpg EPA RANGE, COMB 406 miles ON SALE Now Show All

ford f-150-lightning Full OverviewProsBig, clear screenNavigation with charging stations180-degree lie-flat seat backs ConsBorrows F-150's cabinNot as nice as a Rivian's interiorThe Ford F-150 has been the bestselling truck in America for decades, but its interior hasn't stood out much. And when the latest Ram 1500 made its debut, it became the new benchmark not only because of the way it drove, but also because of the cabin's attention to detail. Although pickup trucks are generally known for being work vehicles, Ram took its truck to the next level. And even though a new F-150 generation arrived for 2021, Ford kept most of its interior the same. However, with the introduction of the F-150 Lightning, Ford has finally upgraded its cabin experience.Similar but BetterThe 2022 Ford F-150 Lightning was made for existing F-150 customers interested in going electric. So there are many similarities between the two models, and just like its exterior design, the Lightning's interior comes straight from the regular F-150. There's no learning curve; everything is exactly where it's supposed to be, and you can still fold down the shifter and open the center console to set up your workstation.What's better, though, is the massive 15.5-inch screen that's straight out of the Ford Mustang Mach-E. Although we aren't usually fans of "soft" virtual buttons, Ford's screen makes it easy to adjust the temperature or fan speed and hop between menus. Everything is displayed via cool graphics, and the computing processor works quickly. What's more, the navigation shows all the electric charging stations nearby and will tell you where to stop and for how long, depending on your state of charge. It's not as useful as Tesla's supercharger map, which lets you know how many superchargers are available in real time, but it displays each station's brand and kilowatt-hour rating.The vertical display will also wow your friends; it takes up the entire center dashboard, upping the technology and in-cabin experience.Our 2022 Ford F-150 Lightning Lariat example came with a denim-like trim on certain parts of its door panels and dashboard, and it looked premium and different from the regular F-150. Other textured plastics around the cabin don't feel as nice as the materials inside the Rivian R1T, but it's not a huge drawback, as the rest of the truck feels fancy.Time to RelaxFord made some changes to the driver's and front passenger's seats, allowing them to recline 180 degrees so you can nap while the truck charges. This is a clever feature, but it's not the most comfortable position—your knees still have to be bent, and you have to lift the rear seats to get the full 180-degree experience. Still, it's nice to have and something we're sure some folks will use. (And, hey, why not take a nap when waiting at a public charger?) Overall, the seats are comfortable, supportive, and wide, should you want to turn on your side when catching some Zs.Just like the regular F-150, there's plenty of space in the back with lots of headroom and legroom for rear passengers. Heck, there's even more space than in a Mercedes-Benz S-Class.Should I Buy a 2022 Ford F-150 Lightning? We've already compared a 2022 Ford F-150 Lightning with a 2022 Rivian R1T, and although the competition was incredibly close, the F-150 Lightning claimed the win. Although these pickup trucks live in different segments, we found more value in the F-150. But it's worth noting that as software and over-the-air updates play a more important role in the EV market and in the vehicles' performance in the future, our comparison result could flip.All in all, the 2022 Ford F-150 Lightning's in-cabin experience is superior when compared to the regular F-150, and we appreciate the upgrades Ford's designers delivered. So if you're thinking of purchasing an F-150 soon, the Lightning is your best option and certainly worth taking a long look at.Looks good! More details?