The 2025 EdisonFuture EF1-T and EF1-V Are Wildin’ Out With Style

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

Sifting through 120 years of history of a brand like Cadillac is a delightful exercise in automotive archeology. Cadillac cars have spanned every era and in many ways have come to symbolize what American luxury and performance mean in the context of the automobile. Like every other American brand, Cadillac has experienced numerous ups and downs, has had its reputation burnished and tarnished. But through it all, Cadillac has persevered, and as the electrified vehicle era dawns, the marque once dubbed "the standard of the world" appears poised for yet another renaissance, thanks to EVs like the new Lyriq SUV and coming Celestiq ultra-luxury sedan.So in celebration of Cadillac's 120 years as a going concern (the Cadillac Automobile Company was formed on August 22, 1902 and named after the founder of the City of Detroit), we decided to pick 12 of what we think are the coolest and otherwise most significant cars Cadillac has produced. This is in no way an exhaustive list, and as a result we left numerous vehicles off that no doubt deserve to be on it. But that's what makes a brand like Cadillac special—there are so many to choose from. In order from oldest to newest, we hope you enjoy our 12-car trip through Cadillac's rich and storied history.

honda hr-v Full OverviewProsHigh-quality interiorSpacious cabin for a small SUVStandard active safety tech ConsSlow, even for an entry-level SUVSmall 7.0-inch touchscreen on two of three trimsLess efficient than beforeTime for some crazy talk: The redesigned 2023 Honda HR-V might soon be the company's only SUV with an MSRP comfortably less than $30,000. That's not big news for car enthusiasts, but buyers not aware of the new 2023 Honda CR-V's upmarket move are in for a surprise. Suddenly, price-conscious CR-V intenders will be kicking tires on the more affordable HR-V, which takes on a more important role in Honda's SUV lineup. Those buyers will find in the 2023 Honda HR-V a refined ride with influences from the excellent Civic as well as from the outgoing HR-V—the latter not quite in the way we'd like.0-60-MPH Acceleration Versus Its RivalsAt MotorTrend, we track-test cars—even small SUVs like the 2023 Honda HR-V—so we can establish how each vehicle's performance compares to the competition. And in this Honda's case, it's not a great story.Every new HR-V is powered by a 158-hp naturally aspirated 2.0-liter I-4 good for 138 lb-ft of torque. Those numbers match the latest Civic, which uses the same engine. As you'd expect, the engine sweats less with the front-wheel-drive Civic sedan, which is hundreds of pounds lighter than our 2023 HR-V EX-L test SUV with more features and all-wheel drive.OK, so let's compare the new HR-V's 9.8-second 0-60-mph time to vehicles its own size. A 2022 Toyota Corolla Cross XLE AWD is nearly a half-second quicker (9.3 seconds), while a Subaru Crosstrek with a 2.5-liter engine is a startling 2.0 seconds quicker. As if that isn't enough, the AWD Subaru is also more efficient. Even against the last-gen HR-V, the new model comes up short; a 2019 HR-V Sport AWD we tested reached 60 mph in 9.6 seconds.Behind the wheel, the HR-V feels slow, but you can still execute highway passes as long as you plan them out a bit. That type of compromise used to be a given in this segment, but that's no longer the case. The Kia Seltos, Subaru Crosstrek, and a couple other competitors won't feel quite as slow as the HR-V. It's not the end of the world, and it won't be the top priority for most buyers, but it's worth noting. This engine doesn't show much power until it revs past 4,000 rpm.Braking and HandlingThe 2023 Honda HR-V doesn't gain competitive ground in 60-0-mph panic-braking, either. Or, rather, it covers more ground than its competitors. A distance of 125 feet is fine for a small SUV like this one, but so is 120 feet (the Corolla Cross), 114-124 feet (two Crosstreks we've tested), or 114 feet (a 2019 HR-V). Clearly, this Honda isn't a numbers car, but at the test track we found brake-pedal feel to be fine for a daily driver. The brakes also remained trustworthy and consistent across our figure-eight testing, being both effective and predictable.On the figure-eight course—a MotorTrend evaluation that assesses acceleration, handling, braking, and the transitions in between—the 2023 HR-V finished in 28.5 seconds at 0.56 g (average), placing it behind the most recent Subaru Crosstreks, and the Toyota Corolla Cross and Kia Seltos Turbos we tested. The steering felt a little heavy but was precise. The engine displayed merely adequate power, and made lots of noise.The new HR-V's story improves away from the track. Its continuously variable transmission feels well-tuned around town and on the highway, delivering smoother performance than any conventional or dual-clutch automatic ever could. The suspension is well-damped for a small and inexpensive SUV, too. In other words, put up with the mild acceleration and there's a payoff in the general feeling of solidity you don't get with all of the HR-V's rivals.Ups and DownsHonda backs up that feeling with an interior sprinkled with surprising and delightful touches. There's soft material on the side of the center console (perfect for resting your leg against during a long red light), and you get the honeycomb dash-trim design we've seen on the Civic and CR-V. That real metal trim disguises air vents and separates two physical knobs on top to control the audio system (volume and tuning), as well as three knobs below for the HVAC system. A small open storage area can hold your keys, and the back seat is spacious for such a small SUV.You simply don't get these touches on every HR-V competitor. Where many of them make up ground is digital screen-space. The 2023 HR-V LX and Sport trims come standard with a 7.0-inch touchscreen—smaller than what you can get elsewhere; a larger 9.0-inch unit comes on the top EX-L trim. Apple CarPlay and Android Auto are standard across the line, but we'd welcome a bigger screen or one tilted a bit toward the driver on the lower two trims. By the way, we asked Honda whether it expects any feature omissions due to parts shortages affecting the industry, and the automaker said all HR-Vs should have "the full features and functions listed for each trim level." Great.The entry-level SUV segment is much larger than it was when the first-generation HR-V arrived, which helps put the Honda's pros and cons into perspective. With fuel economy and driving range, for example, it doesn't quite keep up with our chosen competitive set. An EPA-rated 26 city/32 highway mpg with FWD and 25/30 with AWD is not bad on its own, but it's inferior to the 2022 Toyota Corolla Cross—31/33 mpg with FWD and 29/32 with AWD—and the AWD-only Subaru Crosstrek. For the 2023 model year, the Subaru comes in at 28/33 mpg with its standard 2.0-liter engine and 27/34 with the 2.5-liter unit.The Subaru also holds a huge advantage compared to the Honda in combined city/highway driving range; you'll travel about 100 miles farther in either automatic-transmission Crosstrek than you will in the Honda.The TakeawayThe Honda HR-V remains a good choice in its second generation. But with its physical growth, the new 2023 model is slower and less efficient than a couple key competitors. The former isn't a huge deal for an entry-level SUV, but if you don't need to make that compromise, why should you? In the HR-V's case, it would be because of the trust some have in the Honda name and because the SUV drives well. The Civic-based platform means the 2023 Honda HR-V feels good on the road before you even consider its spacious interior. Standard Honda Sensing safety tech and good anticipated safety-test results should also provide buyers with confidence.Honda loyalists should also appreciate the new interior design and improved HVAC system, but cross-shoppers will want to consider what they really want from an inexpensive SUV. The Kia Seltos is spacious and much quicker, but it lacks a five-star overall safety rating from NHTSA. Subaru's popular Crosstrek offers standard AWD, better efficiency, and a good driving experience, but doesn't look like a traditional SUV.Especially in LX and Sport trims, the 2023 Honda HR-V represents the brand well enough in this crowded space. For the rare customer seeking a loaded HR-V EX-L, however, we suggest giving a closer look to the competition, and especially the new 2023 CR-V.Looks good! More details?2023 Honda HR-V AWD (EX-L) Specifications BASE PRICE $30,195 PRICE AS TESTED $30,590 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L port-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 6,500 rpm TORQUE (SAE NET) 138 lb-ft @ 4,200 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,271 lb (58/42%) WHEELBASE 104.5 in LENGTH x WIDTH x HEIGHT 179.8 x 72.4 x 63.4 in 0-60 MPH 9.8 sec QUARTER MILE 17.5 sec @ 83.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/30/27 mpg EPA RANGE, COMB 378 miles (est) ON SALE Now Show All