Four Things I Learned After a 4,000-Mile Trek in Our Kia Sorento

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

The automotive industry is in a tight squeeze right now, wedged within the transition from internal-combustion engine (ICE) vehicles to battery-electric vehicles (BEVs) amid a global pandemic, a war in Europe, and supply constraints and rising material costs. Several BEV automakers including Tesla, Hummer, Lucid, and Rivian have raised their prices in recent weeks, and other automakers have delayed orders, limited buyer options, and in some cases, shipped vehicles without supply-limited components, with a promise to fulfill missing parts when supplies are available. And here is why it's not likely to change very soon.That's the outlook through 2024, according to a report from industry analyst AlixPartners. In particular, the report says semiconductor shortages will continue to negatively impact new vehicle production through the next couple of years, caused in part by the rising market share of BEVs planned to go on sale as the majority of the industry shifts away from internal combustion.BEVs will increase chip demand at a growth rate of 55 percent per year, according to the study, which will remain a key bottleneck in new vehicle production. That means that, as automakers introduce a lineup of new BEVs, the technical requirements of these new vehicles will increase the strain of supply because BEVs typically require more chips than ICE vehicles.That will likely force automakers to continue to hold back on production levels, meaning the number of cars on sale will probably remain limited for a few more years. This gives automakers more pricing power if demand for new cars remains high, so cars likely won't get any cheaper anytime soon.That doesn't necessarily mean automakers are making too much profit from higher pricing. As an example, via CNBC, Ford recently said the Mustang Mach-E has lost most of its profitability due to rising commodity costs.Pricing will continue to be negatively impacted by rising material costs, for both new BEVs and ICE vehicles. AlixPartners puts the raw material costs for ICE vehicles at $3,662 per vehicle, and BEVs materials cost more than twice that at $8,255 per vehicle since the battery and motor requirements require more raw materials.Those costs per vehicle are more than double what they were just two years ago, according to CNBC, reflecting the impact of the market constraints mentioned above.AlixPartners predicts that BEVs will only overtake ICE vehicles in the majority of market share way out in 2035, as suppliers and automakers likely scale back or slow down the recently rapid introduction of the resource-heavy, higher priced BEV models planned to be introduced, and customer interest and EV infrastructure need time to grow.AlixPartners says $48 billion in infrastructure investment is needed by 2030, but so far only $11 billion has been committed, so infrastructure support for BEVs will be catching up for years to come.

ProsNear limitless gripQuicker-than-you-can-think responsesBiblical brakes ConsConfusing drive modesNo performance auto-shifting modeNeeds a bigger shift lightIt's not often a car comes along where the only thing you can find to complain about are the names, functions, and number of drive modes, but here we are. The 2021 Lamborghini Huracán STO is so insanely good to drive, we're left with the nittiest nits to pick."You look at the STO and its wings 'n' things," deputy editor Alex Stoklosa said, "then consider that it's shoving a V-10's worth of power to only the rear wheels, and you assume it'll be hairier than a barbershop floor. Not at all. There is so much grip front and rear, and the chassis is so balanced, that it drives nothing like it looks. There is no evil here. Sure, the Lambo hustles in ways most cars don't or can't, but it simply has no vices while furiously raging."You could call it a complaint for lack of others, but the amount of time some judges felt they needed to fully understand the car's limits was a bit longer than usual, simply because the limits are so high you need a telescope to see them. Once you truly understand what it's capable of, though, you never want to stop driving it. On the street, on the track, it doesn't matter.Credit the brilliant blending of adaptive magnetorheological shock absorbers, rear steering, racing brakes, and Bridgestone Potenza Race tires for the STO's direct connection to your brain's pleasure center. The front end changes direction quicker than you can think it while the rear stays behind you no matter the speed unless you very deliberately kick it out. When you do, the car breaks away beautifully, allowing you to ride that slip into the perfect amount of rotation.Mostly, though, it just goes. The damn near race-spec V-10 delivers a perfect progressive powerband that never wallops the rear tires with more torque than they can handle (which is, admittedly, a lot), so you can stand on the throttle leaving every corner, and the STO will grab and go. Get to the next turn, and the brakes require only gentle but deliberate pressure to stop the car like you just grabbed the No. 3 wire on an aircraft carrier's deck.Not just a one-lap pony, the Huracán STO will do it over and over, every corner, every lap, all day long. It's so rewarding and fulfilling to drive, you never want to stop. You can't automatically say these things about every mid-engine supercar with 600-plus hp.About those nits. Some judges found the drive modes confusing, assuming the STO mode would be the most aggressive since it shares the car's name. ("STO" stands for Super Trofeo Omologato, meaning this is the road version of the Huracán Super Trofeo track-only race car.) But STO is actually the "around town" mode, and many felt it was way too docile. Corsa is the mode you want to be in, but keep in mind it's the full race mode with manual-only shifting and reduced stability control. Several judges found themselves wishing for an intermediate mode with lighter steering than Corsa and far more aggressive automatic shifting. But alas, the only other mode is Pioggia, the wet weather mode.Since we're whining, an actual shift light instead of the graphics in the digital instrument cluster would be nice. The engine just revs forever, right until it suddenly doesn't, so you need the upshift indication in Corsa.But again, all you really need to know about how ridiculously awesome this car is to drive is that we can't find anything better to complain about. The Huracán STO is an apex predator at its apex, fully bestowing the thrill of the hunt to anyone who slips behind the wheel.2021 Lamborghini Huracán STO Specifications Base Price/As tested $333,633/$442,033 Power (SAE net) 630 hp @ 8,000 rpm Torque (SAE net) 417 lb-ft @ 6,500 rpm Accel, 0-60 mph 2.8 sec Quarter-mile 10.7 sec @ 132.3 mph Braking, 60-0 mph 95 ft Lateral Acceleration 1.16 g (avg) MT Figure Eight 22.3 sec @ 0.99 g (avg) EPA City/Hwy/Comb 13/18/15 mpg Vehicle Layout Mid-engine, RWD, 2-pass, 2-door coupe Engine, Transmission 5.2L port- and direct-injected DOHC 40-valve 90-degree V-10, 7-speed twin-clutch auto Curb Weight (F/R DIST) 3,390 lb (42/58%) Wheelbase 103.1 in Length x Width x Height 179.0 x 76.6 x 48.0 in On Sale Now Show All