What Was a Year With the Kia Sorento Like? Here's Our Verdict

ford explorer Full OverviewTwo years into the pandemic, a fair number of people continue to take a break from their house/and immediate urban environs by heading outdoors and getting away from everything. For instance, Ford Explorer owners report a 56 percent increase in off-road use over the past three years, according to the company. Whether that's partially caused by lockdowns or changes in consumer tastes, the fact is more people are into off-road-oriented vehicles. That's why Ford launched the Timberline subbrand: It delivers slightly more capability off the pavement for those who want to hit the trails more often while looking a little more badass. The 2022 Ford Explorer Timberline is the first model to boast this package, and Ford has also announced an Expedition Timberline.The 2022 Ford Explorer Timberline also targets Subaru customers who are avid campers and hikers. Although the Timberline is equipped so as to sit a level above any standard Subaru, it would pair well with the Ascent Wilderness rumored to be coming later this year.How does the 2022 Ford Explorer Timberline compare to its regular sibling? Are the upgrades worth the price? We headed from Los Angeles to the San Francisco Bay Area and back to find out.What's So Special?Beefier tires are the first thing you notice when walking toward the 2022 Ford Explorer Timberline. The Bridgestone Dueler all-terrain rubber has an aggressive tread pattern, and it bumps the Explorer's look. The tires aren't as off-road capable as the Jeep Wrangler's, but they are sufficient to tackle a dirt trail or snowy path. Compared to the regular Explorer, these tires are a night and day difference and will help you get to your camping spot or cabin. Road noise is their biggest drawback, as it is significantly louder compared to the regular Explorer—to the point where it's a bit difficult to hear passengers sitting in the back. The tires wrap high-gloss black 18-inch wheels exclusive to the Timberline and which sport the Timberline logo.While Ford raised the suspension 0.55 inch, the Explorer Timberline gets a 0.8-inch lift overall thanks to the tires adding a quarter inch. That's not enough for the Timberline to look much different height-wise, but its approach and departure angles rise to 23.5 and 23.7 degrees, respectively, up from 21.0/22.3 for the next-best Platinum.Look closer at the grille, and you'll see a couple of LED lights nicely placed on top of it. When the sun goes down, these lights illuminate the trail like it's daytime.A unique grille, new front fascia with orange detailing and orange hooks, and more black plastic on the sides and rear make the Explorer Timberline easily identifiable. If that's not enough to tell people what you're driving, badges on the SUV's rear and sides proclaim it as a Timberline. Meanwhile, steel skidplates protect nearly every inch of the underbody.How Unique Is the Interior?Like the exterior, the 2022 Ford Explorer Timberline's interior has cool details that are exclusive to the trim. The Deep Cypress Activex seats combine dark green leatherette with gray cloth, and they blend nicely and look the part. After two five-hour drives, the seats still felt supportive and pleasant, and friends traveling with us called them out as being notably comfortable. The green leatherette and orange contrast stitching expands to the door panels, and a gray-stone mesh apliqué ups the dashboard's look.Besides the seats and fancy trim, as well as rubber floormats and the Explorer Timberline logos on the front headrests, the interior is pretty much like any other Explorer's. The bad news is that the small 8.0-inch screen comes with the old SYNC 3 infotainment system, which lacks the new version's modern graphics and easy-to-use features. But wired Apple CarPlay and Android Auto are standard.Our Timberline test model came equipped with second-row captain's chairs that allow easy access to the third row. Once you make it back there, legroom and headroom are pretty good, even for adults. The four rear seats fold flat, allowing you to place large items should you need the space for your camping gear.How's the Drive?All 2022 Ford Explorer Timberlines are powered by the Blue Oval's 2.3-liter EcoBoost l-4, delivering 300 hp and 310 lb-ft of torque, and a 10-speed auto sends the power to all four wheels. What's different from other Explorers, however, is the Torsen limited-slip differential, which can send torque to the wheel with the best traction depending on road conditions. The Terrain Management System features several driving modes, including Trail and Deep Snow/Sand to cruise better when navigating off the pavement.Ford fitted the 2022 Explorer Timberline with the same shocks as the Explorer Interceptor, the SUV you never want to see in your rearview mirror. The suspension means the Timberline rides stiffer on pavement; we felt almost every pothole and rut we encountered. The last regular Explorer we drove—a rear-wheel-drive XLT—felt bouncy and unsettled, which is quite different from how the Timberline rides. We didn't get a chance to drive the Timberline on a trail, but we expect the shocks will deliver a soft ride when hitting a dirt road, though we'll reserve final judgment for when we get to drive it off the concrete. The steering also feels different; it's numb and lacks a connection with the road, perhaps at least partially due to the beefier tires.The 2.3-liter EcoBoost is adequate for the Timberline in terms of power. During our testing, it accelerated from 0 to 60 mph in 6.8 seconds, a decent number given the tiny displacement and big body. We noted a strange noise coming from the back of the vehicle when accelerating at wide-open throttle, but things were mostly silent on the road—except for the tire noise coming into the cabin. On our figure-eight course, the numb steering revealed itself as arguably the worst thing about this SUV, but we were pleasantly surprised by the actual handling, which was relatively impressive.What's the Deal?For $47,705 as tested, the 2022 Ford Explorer Timberline looks good and adds potentially useful equipment for people who intend to head into nature. It's not cheap, but you get enough for your money to make it an attractive choice. Compared to the regular Explorer, the Timberline looks better and rides better. And not insignificantly, it keeps its price shy of $50,000, so even those who aren't avid outdoor enthusiasts might find the Timberline attractive.2022 Ford Explorer Timberline Pros and ConsProsGreat looksUseful off-road equipmentSpacious interiorConsLooks good! More details?Tire noiseStiff rideNumb steering 2022 Ford Explorer Timberline Specifications BASE PRICE $47,540 PRICE AS TESTED $47,705 VEHICLE LAYOUT Front-engine, AWD, 6-pass, 4-door SUV ENGINE 2.3L turbo direct-injected DOHC 16-valve I-4 POWER (SAE NET) 300 hp @ 5,500 rpm TORQUE (SAE NET) 310 lb-ft @ 3,500 rpm TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 4,608 lb (51/49%) WHEELBASE 119.1 in LENGTH x WIDTH x HEIGHT 198.8 x 78.9 x 70.7 in 0-60 MPH 6.8 sec QUARTER MILE 15.3 sec @ 89.0 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/22/21 mpg EPA RANGE, COMB 376 miles ON SALE Now 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.

mercedes-benz eqe-class Full OverviewThe 2023 Mercedes-AMG EQE isn't the first all-electric car from AMG. That honor goes to the wild gullwing SLS AMG Electric Drive coupe unveiled at the 2012 Paris Show. Now a largely forgotten curio, the SLS AMG Electric Drive was at the time the most powerful AMG production car ever built, boasting 740 hp and 738 lb-ft of torque, courtesy of four e-motors powered by a 60 kWh lithium-ion battery. Only nine were said to have been produced.The AMG EQE also follows in the wheel tracks of the larger, plusher AMG EQS sedan we drove late in 2021. But it's perhaps the most important AMG electric car so far, not the least of which because it will be the most affordable AMG electric car so far. Though U.S. pricing has yet to be finalized, back-of-the-envelope calculations suggest the AMG EQE should retail for about the same money as a Tesla Model S Dual Motor.Though two versions of the AMG EQE are offered in Europe—the 470-hp EQE 43 4Matic and the 617-hp EQE 53 4Matic+—the U.S. will only get the latter, and it will simply be badged Mercedes-AMG EQE.And in case you're wondering, there isn't an EQE 63 waiting in the wings. Well, not yet anyway: AMG engineers confirm the AMG EQE we're getting is the most powerful variant they will build on the Mercedes-Benz EVA2 electric vehicle platform that underpins the regular EQE and EQS sedans. Truly tarmac-melting AMG electric cars will be built on a new, dedicated performance EV platform currently under development in Affalterbach.That's not to say the AMG EQE is slow. Far from it. But first, the tech highlights.AMG EQE Power and TorqueThe dual-motor AMG EQE has a 221-hp e-motor driving the front wheels and a 396-hp e-motor powering the rears, the pair delivering a total system output of 617 hp and 701 lb-ft of torque. That's almost twice the power—and nearly twice the torque—of the entry-level, rear-drive EQE 350+. And in cars fitted with the optional AMG Dynamic Plus package the boost mode function unleashes 677 hp and 738 lb-ft.The AMG-specific permanently excited synchronous e-motors feature improved cooling to allow repeated acceleration without performance degradation, and unique windings with thicker wires that carry higher currents with greater stability, enabling higher motor rpm and increased power. The rear e-motor is a six phase design rather than the normal three phase, to further increase its power output.The five drive modes—Slippery, Comfort, Sport, Sport+, and Individual—not only change the AMG EQE's chassis settings, but also significantly vary the powertrain output. Slippery mode restricts the powertrain to 308hp, Comfort to 493 hp, and Sport to 555 hp. Only in Sport+ are you able to access the full 617hp or more.The e-motors are fed by a 90.6-kWh battery pack that AMG says will deliver from 275 miles to 321 miles of range on the WLTP test cycle. That suggests a range of somewhere between 210 miles and 240 miles on the tougher EPA test.Chassis upgrades include AMG-specific wheel carriers, suspension links and stiffer stabilizer bars. The bushes between the body shell and rear axle subframe are 50 percent stiffer than those of the regular EQE, and the AMG Ride Control+ air suspension has unique mapping for the spring and shock rates. The system will instantly lower the ride height by six-tenths of an inch in Sport and Sport+ modes and keep it there; in Comfort mode that only happens when you hit 78 mph. Drop down to 50 mph, and the car will raise itself back to its standard ride height.Rear-wheel steering is standard, the wheels turning up to 3.6 degrees in the opposite direction to the fronts at speeds up to 37 mph to improve low speed maneuverability and agility, and in the same direction as the fronts at higher speeds to increase stability.Though the AMG EQE will recoup up to 260 kilowatts with the regen system set in its most aggressive mode, AMG's high performance steel brake setup is standard, with 16.3-inch rotors and six piston calipers on the front axle, and 14.9-inch units with single piston calipers at the rear. Carbon ceramic brakes are available as an option, but only with the optional 21-inch wheels. Standard wheels are 20-inch. Despite their aggressive styling, all the wheels have been carefully designed to reduce aerodynamic drag.The EQE Has Digital Sound Effects—If You Want ThemAMG engineers claim the EQE is only marginally less slippery than the regular model, despite its wider tires and more aggressively styled front and rear fascias. That contributes to one of the car's standout characteristics—its quietude, especially at freeway cruising speeds. But for a brand that's long been celebrated for powertrains that when you mash the gas pedal assault your ears like you're in the mosh pit at an AC/DC concert, that's potentially an existential problem.AMG's solution has been to create special electronic soundscapes that play through the audio speakers when you select either Sport or Sport+ drive modes. It may be a generational thing— gamers who've spent years listening to digital effects might think they're cool—but to our ears in Sport mode at full acceleration it sounded like an Airbus A380 on takeoff, while the Sport+ mode soundscape sounded as if Captain Kirk had just ordered the Enterprise to warp speed.Fortunately, you can switch the fancy effects off, either by accessing the menu on the center touch screen or using the shortcut on the steering wheel. Embrace the relative silence, and you'll start noticing subtle aural cues that are usually drowned by the raucous mayhem of combustion and mechanics; things like changes in tire noise as you approach the limits of adhesion through corners or under brakes, for example.Our test car was fitted with the optional Dynamic Plus package, which meant it had the full-strength, high-caffeine 677-hp, 738-lb-ft powertrain. Worth the extra money? Let's just say the way it delivers is right on brand.This EQE Is Definitely An AMGThe acceleration in Sport+ mode is neck-snapping, more instantly ferocious, more gut-punchingly violent, than in any internal combustion engine AMG car. Mat the accelerator and the AMG EQE launches like a fighter jet catapulted off an aircraft carrier. The traction is astonishing, and while the AMG EQE is limited to a mere—by AMG standards—137 mph (149 mph in Dynamic Plus-equipped cars) it gets there riding an endless torrent of weapons grade thrust. Like Porsche's Taycan, it has top end response few other EVs can match.AMG claims a 0-60 mph acceleration time of 3.2 seconds for Dynamic Plus-equipped cars, and 3.4 seconds for standard AMG EQEs. That's impressive, especially for a car that's claimed to weigh about 5,500 pounds. For context, Tesla claims its 670-hp Model S Dual Motor, which it says weighs about 1,000-pounds less than the Mercedes, is only 0.1 to 0.3 seconds quicker to 60 mph.Even more impressive, perhaps, is the chassis. While the regular EQE can feel a little floaty and detached when pushed, the AMG EQE remains resolutely planted, even when hammered over bumpy, tight, and twisting roads. The body control is excellent, and even in Sport+ mode there's a syrupy coating to the ride you rarely feel in an AMG car.Our test car was on the optional 21-inch wheels, with 265/35 Michelin Pilot Sport EV tires up front and 295/30 items at the rear, but in Comfort mode at slow speeds, the AMG EQE still rode more like a modern luxury sport sedan on low profile tires than a hair-on-fire muscle car, the impacts from potholes and random road acne well suppressed.Astounding Power and One-Pedal DrivingIt doesn't exactly shrink around you, the AMG EQE, though. It's still a big, very heavy sedan, and the high cowl and cab-forward stance means you can't see its front corners from the driver's seat, which makes it difficult to place on tight, narrow roads. But once you get a sense of its physicality, you can push it as hard and fast along any canyon road as any AMG sedan, exploiting the confidence of the chassis to make the most of its astounding instant-on power and torque.There's not much nuance to the weighty steering, though the front axle responds as soon as you pull the wheel off center, and the rear steer system helps snap the Mercedes into the tighter, slower corners.The asymmetric powertrain means that there's a bias to the rear axle when you go to power. Under full acceleration, 64 percent of the torque goes to the rear wheels and 36 percent to the front, and you can feel the front wheels helping pull the car out of a corner as the rears punch it hard past the apex.You can switch between three levels of lift-off regen using the paddles either side of the steering wheel. High regen allows almost one-pedal driving around town, while normal gives a similar lift-off effect to an internal combustion engine car with an automatic transmission. You can also switch regen off completely and allow the AMG EQE to coast.The coast setting is great for freeway driving, as it allows the car to make the most of its available kinetic energy, especially on long downhill stretches or with a tail wind. Normal is the best all-round setting for when you're hustling along a fun road, as it induces the gentle lift-off weight transfer to the front axle that's often so useful when setting up a car for a corner.AMG engineers say the regenerative braking system will recoup up to 260 kilowatts in the highest setting. We saw a peak of 171 kilowatts recouped in the normal mode while pushing the AMG EQE down a quiet mountain road, on a run that gave the brakes a real workout.The brake-by-wire system felt more natural than in the regular EQE, the transition between regenerative and mechanical braking almost seamless. As the steel rotors got hot, however, the pedal became longer in travel and a little less linear in feel. Not that the braking performance seemed affected; we could still get right to the point of ABS intervention on the inside front wheel on the entry to some of the tighter, dropaway turns.The AMG EQE's mass means you can't toss it around like a sports car, but if you're smooth and tidy with your inputs, it will cover ground with imperious, ground-crushing pace. And when you're not chasing ultimate pace, the AMG EQE is an oasis of grace.High Style and HyperscreenThe low noise levels, good rolling ride, and comfortable seats make it a superb highway cruiser. With the silly fake powertrain noises switched off, you can enjoy your favorite sounds on the excellent Burmester audio system, have a quiet conversation with your passengers, or just admire the scenery and enjoy the sunshine through the standard panorama roof.Like all modern Mercedes, you'll need to spend time hunting and pecking around the vast MBUX interface to find the settings and shortcuts you want, but at least you can turn off the annoying stuff like lane keep assist and tweak the powertrain and suspension settings independently, even within the main drive modes. Our cars were all fitted with the optional Hyperscreen that hides three smaller screens behind a dramatic sweep of glass across the dash.It's a fingerprint magnet, the Hyperscreen, but the third screen allows the front seat passenger to access all manner of menus, including the cool AMG-specific ones that show how hard the driver is working the car.The AMG EQE might be a new sort of AMG performance car, but the interior ambience—the sports seats and contrast stitching, the steering wheel with the control pods under the horizontal spokes and aluminum paddles behind it—as well as the exterior detailing—the more aggressive front and rear fascias, the big wheels, the wing on the trunk lid—is all familiar fare from the folks at Affalterbach.The chrome bars on the AMG EQE's 'grille' might seem a pointless affectation, but in truth they give the front end a distinctive visual signature that can be hard to achieve in an EV. But you'll just have to accept that this is an AMG car that won't have four bazooka-caliber exhausts peeking out from under the rear bumper.Which E AMG?AMG EQE versus AMG E 63 S? The E 63 S has the better power-to-weight ratio, packing 603 hp in a car that's 1,000-pounds lighter than the AMG EQE, and sizzling top end bite. But the electric AMG car punches harder out of corners, and accelerates in an irresistible rush that's uninterrupted by the need to change gears.The E 63 S's lighter weight, which makes it easier on brakes and tires, wieldier on the change of direction, and delivers higher steady-state grip, would ultimately give it the edge. But in terms of ultimate on-road pace on anything but an unlimited autobahn, there's probably not much between the two.Yes, the smooth and quiet AMG EQE is that quick, an electric car that delivers performance and handling that—like the most iconic AMG cars—simply bludgeons any road into submission. But it's not a hammer. It's a whispering assassin.Looks good! More details?2023 Mercedes-AMG EQE Specifications PRICE $100,000 (MT est) LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door sedan ENGINE 2 permanent-magnet-type electric, 617-677-hp/701-738-l-ft (comb) TRANSMISSION 1-speed auto CURB WEIGHT 5,500lb (mfr) WHEELBASE 126.4i n L x W x H 196.6 x 64.3 x 59.5 in 0-60 MPH 3.2 - 3.4 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB N/A ENERGY CONSUMPTION, CITY/HWY N/A CO2 EMISSIONS, COMB N/A ON SALE Late 2022 Show All