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Posts tagged: full-size

K900: Kia’s $60,000 flagship

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Now and again a car comes along that challenges the established order and makes us rethink the idea of car.

Kia’s new $60,000 K900 flagship is one of them. Positioned to compete with flagship models from brands like Mercedes-Benz, BMW and Lexus, it undercuts the other’s prices by thousands. Many thousands, in some cases.

Thus the question: Is the Kia worth $60,000? And, if the answer is yes, are the others worth the premiums they demand?

As we will discover, the devil is in the details.

The K900 adheres to the front-engine/rear-drive luxury-class convention. Its roomy and richly appointed cabin bristles with high-tech features and with creature comforts both expected and not.

Its ride is smooth, its cabin serene, its footing sure.

Standard features include adaptive xenon headlights, LED foglights, power trunk lid, automatic wipers, front and rear parking sensors and keyless ignition and entry.

Inside, there are full power accessories, tri-zone automatic climate control, leather upholstery, eight-way power front seats, heated and ventilated front seats, heated rear outboard seats, a power rear sunshade, plus the usual voice-command, Bluetooth connectivity, touchscreen controls, et al.

The standard audio system is a 900-watt Lexicon, with a 12-channel digital amplifier and 17 speakers.

The top-level Limited trim can be optioned with a VIP package, which includes a 360-degree top-down camera system and a collision warning system that preps the seatbelts and brakes for an imminent impact. It also adds soft-close doors and reclining rear seats.

At the moment, the K900 is available only with a 420-hp V-8, with a 311-horsepower V-6 expected soon. Both incorporate direct injection and variable valve timing and match up with an eight-speed automatic transmission. 

The eight earns EPA ratings of 18 mpg combined (15 city/23 highway; the six will manage 21 mpg combined (18 city/27 highway).

The V-8 accelerates enthusiastically and shifts are smooth and quick. At its best, the K900 is an excellent road car, with comfortable and supportive seats, a great sound system and capable, if unexceptional, suspension and steering systems.

Although it’s a proper rear-drive car, ride and handling fail to attain the precision and control typical of the class. However, only auto writers and those who drive the competition every day would notice or care (and it’s a good bet no small number of them would not).

A close examination of the K900 turns up other small stumbles. The plastic on the shift-lever console is thin and brittle. The switchgear is less substantial in heft and feel than the competitions’ and Its touchscreen control system less intuitive. 

There’s also the cachet thing. Parking a Kia in the driveway won’t elevate your status like a Bimmer or a Benz would. 

Which brings us back to the beginning; what defines a car? Certainly, the K900 will meet your transportation needs. It will also do 90 percent of what cars costing much more will do. For some buyers, that will be buying proposition enough.

Don Adair is a Spokane-based freelance writer. Contact him at

2015 Kia K900
Vehicle base price: $59,500
Trim level base price: $59,900
As tested: $66,400
Options included intelligent cruise control; Advanced Vehicle Safety Management; power door latches; head-up display; surround-view monitor; power reclining rear seats; ventilated rear seats; rear-seat lumbar control; more.
EPA rating: 15 city/23 highway/18 combined
Regular unleaded fuel specified

Dodge Charger: Exuberant, economical muscle

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Retiring types should not become auto writers. We drive too many cars that draw too much attention.

Your basic Camry, Escape and Passat may go unnoticed, but the double-take cars — the ‘Vettes, the Bentleys, the Plasma Purple Mitsubishi Mirages — can drive a shy guy to distraction. 

I should have known the 2014 Dodge Charger would turn heads. Its waspish waist and muscular flanks carry more than a hint of the Viper’s menace. Its powerful and protuberant grill is as blatant as a Mac truck’s.

From behind the wheel, though, my six-cylinder Charger felt less drag-strip queen than roomy full-size sedan. A colorful, 8.4-inch touchscreen, Uconnect telematics and Beats by Dr. Dre audio provided a sophisticated modernity. Responsive and nimble, the big sedan rode with a grace not implied by its exuberant sheet metal. 

Only the snap of many necks reminded me of its audacious looks. 

To be sure, enough throttle will provoke the 300-horsepower, V-6 Charger into a 6.5-second 0-60 romp. Contrasted with the tumultuous, 4.6-second romp of which its 470-hp SRT8 sibling is capable, though, It’s a relatively serene romp, though.

The Charger is available in trims ranging from the 292-horsepower SE ($27,990, including destination) to the $48,380, V-8-powered SRT8.

My SXT ($30,290) carried the new-for-’14, $1,700 Redline package that bumps output from the 3.6-liter Pentastar engine to 300 hp. It also adds sport seats, a sport-tuned suspension, 20-inch wheels, a rear spoils and the 10-speaker, 552-watts Beats system. 

The six is paired in the SXT with an eight-speed transmission that gets steering-wheel-mounted paddle shifters and a sport mode that quickens gear changes and holds revs higher for improved acceleration.

EPA ratings are 19 mpg city/31 mpg highway mpg/23 mpg combined. 

The five-speed is standard on the base SE, with the eight-speed optional.

The two V-8 trims, the SRT8 and the 370-hp R/T ($31,490), are available only with the five-speed automatic. Both engines are torque-rich, so the extra gears wouldn’t necessarily boost acceleration, but would improve efficiency.

All Chargers but the SRT8 are available in rear-drive or all-wheel-drive. 

There’s room inside for four adults, though the jaunty roofline limits rear-seat headroom and the large transmission tunnel renders the center rear position unsuitable for all but small children.

Materials quality is very good and the dashboard design incorporates a broad, horizontal, brushed-aluminum panel that encompasses the gauges and center touchscreen/control panel.

In most trims, the center stack incorporates an 8.4-inch touchscreen. The system is intuitive and user-friendly, but obscures such simple functions as the heated (and cooled) seats which should be accessible via conventional hard buttons.

I had no problem finding a comfortable driving position but the Charger’s beefy haunches and thick C pillar limit rearward vision.

The 2014 Charger proves that a) comfortable and capable full-size sedans needn’t be boring, and b) the muscle-car format is flexible enough to adapt to changing times. 

If only it didn’t attract so darn much attention.

Don Adair is a Spokane-based freelance writer. Contact him at

2014 Dodge Charger SXT Redline
Vehicle base price: $26,995
Trim level base price: $29,295
As tested: $39,390
Optional equipment: Our SXT Redline tester included too many options to list.
EPA ratings: 19 city/31 highway/23 combined
Regular unleaded fuel specified

Updated Suburban wears refinement well

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For much of its 80-year lifespan, the Chevrolet Suburban was a blunt instrument. Heavy, inefficient and crude, it possessed a logging camp’s rustic charms. 

But as it enters its twelfth generation, the plus-sized SUV has evolved into a well-rounded rig, with virtues that extend beyond its massive people- and load-carrying capacity.

Fully made over for 2015, the Suburban ($48,295, including destination) rides on a sturdy new platform it shares with the Silverado pickup. Its cavernous, three-row cabin is quiet and comfortable and upper trims are luxuriously outfitted. OnStar with 4G LTE makes every Suburban a rolling WiFi hot-spot. 

Considering its heft and the ruggedness baked into its bones, ride and handling are better than what one might expect. We tested the top-grade LTZ trim ($62,695), whose adaptive suspension smoothed out rough road surfaces.

Twelfth-gen Interior upgrades include a new touchscreen, enhanced smartphone integration and a suite of electronic safety features that includes lane-departure warning, blind-spot monitoring and a frontal collision warning and mitigation system.

The Suburban can be equipped with three rows of bench seats, yielding seating for nine adults. New this year is a third row that folds into a well beneath the cargo floor. It replaces a pair of heavy and awkward seats that had to be removed completely and stored when not in use.

The new setup reduces total cargo capacity by a few cubic feet and elevates the cargo floor, but adds flexibility to the cargo hold. The split-folding seatbacks — a total of four — are power operated and raised and lowered via a set of buttons mounted at the back of the cargo area.

Chevy targeted fuel efficiency as a priority for the 2015 Suburban and developed a new 5.3-liter V-8 engine that makes 355 horsepower and 383 pound-feet of torque. A six-speed automatic transmission manages power distribution.

Chevy powertrain engineers employed direct injection, cylinder deactivation, continuously variable valve timing and an advanced combustion system to achieve substantial efficiency gains over last year’s ratings. 

The EPA estimates fuel economy at 18 mpg combined for both 2WD (16 city/23 highway) and 4WD (16/22).

All 4WD Suburbans are equipped with a locking rear differential that improves traction in deep snow or mud. A traditional 4WD system, with a two-speed transfer case and low-range gearing is available. 

In two-wheel-drive form, the Suburban can tow up to 8,300 pounds and, with 4WD, 8,000.

The 2015 Suburban has a more subtle and sophisticated feel from the outside. Its lines are simple and bold. The windshield has a deeper rake and projector-beam headlamps flank the familiar dual-port grille, wrapping deeply into the front fenders. An aluminum hood and liftgate panels help control weight, while new inlaid doors reduce wind noise and improve aerodynamics.

The quality of interior materials, along with fit and finish, are vastly improved, especially in the upper trims. Useful cargo spaces are scattered throughout the cabin.

The Suburban weighs in at nearly 6,000 pounds and building a head of steam requires a heavy throttle foot. Underway, the ride is settled and the cabin quiet. 

Its critics would assign the Suburban to the elephant burial ground, but the stubborn Suburban shows every sign of sailing past the century mark.

Don Adair is a Spokane-based freelance writer. Contact him at

2015 Chevrolet Suburban 4WD LTZ 
Vehicle base price: $47,300
Trim level base price: $64,700
As tested: $71,880
Options included sunroof; MyLink audio system and navigation; adaptive cruise control; Max Trailering package.
Towing capacity: 8,300 pounds
EPA ratings: 15 city/22 highway/18 combined
Regular unleaded fuel specified

Toyota Tundra: Work ready. Or not.

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Toyota’s redesigned 2014 Tundra pickup family adds a premium trim called the 1794 Edition.

It is, says Toyota, a “tribute to the ranch, founded in 1794, on which the Tundra plant is located in San Antonio.”

With its embossed “saddle-brown” leather upholstery, ultra-suede cabin trim and JBL audio system, the 1794 is a refuge of glitz in a world of straw bales and horse poo. It reminds us that not everyone thinks of “work” and “truck” in the same context.

Unless you consider towing a fifth-wheel or horse trailer work.

The 1794’s lesser siblings are better suited to the workaday world. Five trims include SR, SR5, Limited, Platinum and the 1794. Each gets its own interior design theme and all but the 1794 and Platinum are available in two-door regular cab, extended four-door double cab or four-door crew cab body styles. The 1794 and the similarly equipped Platinum are available only in the crew cab format.

The entire family is redesigned this year, with bolder styling and a more refined and user-friendly cabin.

Responding to complaints that the previous-generation Tundra looked like a “bubble truck,” Toyota squared off its rounded edges, elevated its hood line and fitted a larger, brighter grille. The tailgate is stamped with a big, bold “TUNDRA.”

Inside, a panel of easy-to-read gauges replaces last year's deep binnacles. The center stack moves 2.6 inches leftward, easing the reach required to access the HVAC controls. Knobs are large enough to be operated with gloved hands. Seats are redesigned for increased comfort. Interior materials have a higher-quality look and feel and Toyota has upgraded the quality of the leather used in upper trims.

A touchscreen display is now standard, and most Tundras can be had with the Entune suite of smartphone-based services, including the Bing search engine, Pandora streaming radio, real-time traffic and sports and stock information.

A rearview camera is now standard across the line, and blind-spot monitoring and rear cross-traffic alert systems are newly available.

New noise-reduction measures reduce the amount of engine and transmission noise that reach the cabin.

But for a few suspension tweaks meant to improve ride quality over harsh road surfaces, mechanicals are essentially unchanged. The three engines — a 4.0-liter, 270-horsepower V-6; a 310-hp 4.6-liter V-8; and a 381-hp 5.7-liter V-8 — carry over. The six is mated with a five-speed automatic, the eights with a six-speed. Its engine choices are varied and, though none is especially fuel-efficient, all are strong enough to get the job done.

Toyota is the only manufacturer to employ the industry’s agreed-upon but seldom-used SAE J2807 tow-rating procedure. Ratings produced by J2807 appear lower than those resulting from other makers’ methods but are more realistic. Properly equipped, the Tundra can tow up to 10,400 pounds.

Tundra remains steadfastly a truck. Its ride is smooth and stable under normal conditions but grows bouncy and irregular when the road surface deteriorates. Its hydraulically assisted steering system is accurate during turn-in and in the corners but is not particularly responsive.

In all the ways that matter, the Tundra is all truck and ready for work. Or not. It’s your choice.

Don Adair is a Spokane-based freelance writer. Contact him at

2014 Toyota Tundra 1794 4x4
Vehicle base price: $26,200
Trim level base price: $47,320 \
Optional equipment included blind-spot monitor with rear cross-traffic alert; 20-inch chrome-clad wheels; running boards; bed liner.
EPA rating: 13 city/17 highway
Regular unleaded fuel specified

Hyundai Equus: Aiming for the top

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Quickly, now: Name the first five luxury sedans that spring to mind.

Done? Good. I’m guessing the Hyundai Equus was not among them. I’ll also guess that in five year’s time, it could well be.

The Equus is a $62,000, full-size, rear-drive sedan, with its sights set on the industry’s best. It won’t be easy, but Hyundai can never be counted out. 

Following a disastrous U.S. debut, in which it replaced Yugo as the punchline in a million lousy-car jokes, the Korean giant roared back to become one of three makes whose sales grew during the recession.

Hyundai introduced the Equus to U.S. buyers in 2011 and has given it a 2014 model-year refresh.

Exterior styling is updated front and rear and the instrument panel and controls are all-new. The suspension has been modified and blind-spot and rear cross-traffic alert systems join the standard-features list.

That list also includes such exotica as heated and ventilated front seats, heated power-reclining rear seats, with rear-seat climate controls, and a power rear sunshade.
A 17-speaker Lexicon audio system has discrete surround-sound capability and includes satellite radio, HD radio, a six-CD/DVD changer, an auxiliary audio jack and an iPod/USB audio interface.

The system is so good Hyundai doesn’t bother to offer an upgrade.

This is the Hyundai game plan, played out a higher level than usual. As large as its competitors — and stronger than most in their base forms — the Equus lays on the tech and goes heavy on standard features, while undercutting the competition by several thousands of dollars.

Hyundai pitches the Equus as a sport-luxury vehicle, with the clear focus on luxury. In many ways, the car reminiscent of the first Lexus LS — it’s quiet, comfortable and well behaved, but perhaps gentle to a fault. 

Its two-mode air suspension is updated this year to produce a firmer ride in the Sport setting and a softer one in Comfort. And while the Equus rides agreeably over the roughest of surfaces, it never holds out the promise of a little back-roads entertainment.

Similarly, while the seats are large and soft, they may prove to be too soft for comfortable long-distance driving.

Equus is available in two trims, Signature and Ultimate. Both employ a 9.2-inch navigation display and most functionality is controlled by way of a console-mounted rotary knob.

Traditionally the master of tech, Hyundai comes up short with this nav system. Though its rotary controller is preferable to a touchscreen, it has frustrating inconsistencies. Online, some owners say they prefer handheld GPS devices to the Equus’s system.  

While other makers have invested their big cars with turbocharged sixes, the Equus relies on good, old eight-cylinder power. Its 5.0-liter V-8 makes 429 horsepower and is mated to an eight-speed automatic. Zero-to-60 comes up in a mid-pack 5.7 seconds but efficiency suffers. The Equus is EPA-rated at 15 mpg city/23 mpg highway and 18 mpg combined.

Over time, Hyundai is certain to build on the Equus’s strengths and rectify its weaknesses. As it sits, Hyundai’s flagship will make value-oriented buyers a happy bunch indeed.

Don Adair is a Spokane-based freelance writer. Contact him at

2014 Hyundai Equus Signature
Vehicle base price: $61,000
Trim level base price: $61,000
As tested: $61,920
Optional equipment: Our Equus Signature tester included no options.
EPA ratings: 15 city/23 highway
Regular unleaded fuel specified 

2013 Toyota Avalon: Swinging for the fences

For 2013, Toyota set out not to merely update the full-size Avalon; instead, it gave its underachieving flagship a personality transplant.

For the first 12 years of its existence, the Avalon lacked focus and, consequently, a true identity. It was the Toyota of choice for owners seeking Toyota reliability and Lexus comforts but who, for whatever reason, preferred not to move up to Lexus.
The new Avalon erases that past. Shunning its Lexus-lite ID, it has become a car that’s meant to be driven and not merely piloted. 
Sharp reflexes replace previous vagaries. Handling is crisp, steering is quick and accurate. The ride is firm — while remaining supple and compliant — and unwanted body motions are eased into retirement. 
Speaking of which, Toyota aims the new Avalon at a younger set of buyers. Today’s average buyer is 65; Toyota is shooting for 55. 
To this purpose, designers re-skinned the Avalon. Exterior dimensions are tighter and styling is crisper and more dynamic. A strong, lifting shoulder line flows from the front fender to the short decklid, where it meets up with a tapering roofline.
Toyota is especially proud of the front fascia, where a whisper-thin grille floats above a protuberant and oversized lower air intake. The look may not be entirely cohesive but at least we can no longer accuse Toyota of not trying.
In the transition from boulevard cruiser to something more engaging, the Avalon has lost 160 pounds and gained stiffness; chassis rigidity is up 16 percent, reducing body flex and allowing suspension engineers to strike a balance between ride firmness and compliance.
Toyota has spared little expense to elevate the Avalon’s cabin to the highest standards of the near-luxury class — and, perhaps, beyond. Hand-stitched leather (available in two grades) covers the seats, while a soft-touch, hand-stitched material wraps the sculpted, bi-level dash. Smoked-chrome accents and glossy panel pieces add subtle flash. 
A variable-rate window motor powers the windows, slowing them near the top of their travel to reduce wind noise and, says Toyota, “add refinement.”
Despite its trimmer dimensions, Avalon’s interior and trunk have grown more spacious. There is, of course, almost no end to available cabin technology.
Two powertrains are available, a conventional V-6, and a hybrid.
A 268-horsepower, 3.5-liter V-6, paired with a three-mode six-speed automatic, powers conventional models. Tuned for efficiency, the gearbox delivers smooth, no-rush shifts that always land the engine in the heart of its power band. In Sport mode, the gearbox matches engine revs on downshifts, an unexpected bit of sport geekery. Toyota claims sub-7-second Zero-to-60 times and a best-in-class efficiency ratings of 21 mpg city/31 mpg highway. 
Running the latest version of Toyota’s Hybrid Synergy Drive system, the Avalon Hybrid produces a seamless hybrid experience, while delivering 39 mpg city/40 mpg highway.
More good news: Avalon’s base price ($31,750, including destination) drops $1,445. Hybrids, which are available in premium trims only, start at $36,315.
Under new CEO Akido Toyoda, Toyota and Lexus are redefining themselves. “Toyota’s back and we’re going to be swinging for the fences again,” one exec said at the Avalon launch.
Welcome back.
2013 Toyota Avalon
Various conventional and hybrid models reviewed
Price range: $31,750-42,160
V-6 fuel efficiency: 21 city/31 highway
Hybrid fuel efficiency: 40 city/39 highway
Regular unleaded fuel specified

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