Evelyn Reynolds

The new 2021 Kia Sorento hybrid doesn’t make a big deal of itself, despite being the first electrically assisted version of Kia’s mid-size crossover. It’s got a 1.6-liter turbocharged four-cylinder mated to a six-speed automatic transmission, and it drives like you’d expect—except that the little four feels like it has about 25 percent more displacement than it actually does. In fact, the Sorento hybrid’s combined output—227 horsepower and 258 pound-feet of torque—nearly matches that of the 2020 Volkswagen GTI. Like a GTI, the front-wheel-drive-only Sorento torments its front tires with torque. Unlike the compact GTI, though, it has three rows of seats and an EPA combined estimate of 37 mpg. Thus concludes our references to the Volkswagen GTI, but we hope the comparisons helped you subliminally internalize the idea that the Sorento hybrid is actually kind of fun.
To get the Sorento hybrid’s 227 horses out of a 1.6-liter turbo-four, you’d generally have to boost the bejesus out of it. Kia didn’t do that. But it did pair the engine with a sizable electric motor and a 1.5-kWh lithium battery that enables some neat tricks. Such as producing an abundance of torque off the line and sailing along at highway speeds with the engine off. And yes, achieving solid fuel-economy ratings of 39 mpg in the city and 35 on the highway.

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Kia

2021 Kia Sorento Satisfies High Expectations

2021 Kia Sorento Has New X-Line, Hybrid Models

Kia’s highly specific spec sheet lists the 1.6-liter as making 177.2 horsepower and 195.4 pound-feet of torque from 1500 to 4500 rpm. The electric motor generates a claimed 60.1 horses and 194.7 pound-feet from zero up to 1600 revs. Notice that those two torque figures are both almost the same and happen at low revs, which helps explain why the hybrid’s low-end grunt feels diesel-like in strength. It’s simply a smooth, prodigious shove that’s out of proportion to the gas engine’s displacement.
The 1.6 does sometimes lug at low rpm, particularly when climbing grades, as the transmission holds a tall gear and leans on the electric motor for help. But that’s a common hybrid trait. As dealership sales reps like to say: They all do that. And, as we tend we say: At least it’s not a CVT (continuously variable automatic transmission). Should you desire a lower gear from the Sorento hybrid’s conventional automatic, there are paddle shifters on the back of the steering wheel.

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Kia

The Sorento hybrid offers no dedicated electric-only mode, but nonetheless it relies on electric power surprisingly often and at high speeds. Light on the throttle, downhill, you’ll see the green EV indicator light come on at 80 mph. While its relatively tiny battery means you won’t ever go far on electricity alone, this Sorento is good at seamlessly juggling its propulsion options without calling attention to the machinations happening beyond the firewall.
Priced at $34,760 to start for the base S trim, the hybrid costs $1700 more than a non-hybrid Sorento S, which employs a 191-hp naturally aspirated 2.5-liter four-cylinder and an eight-speed automatic. That model is only rated for 26 mpg combined, and the EPA figures that over five years, the hybrid will save you $1750 in fuel. Your mileage may vary, of course, but you’ll notice that those estimated savings neatly erase the hybrid’s price premium. It looks as if a half-decade is your financial break-even point, if that’s a motivating factor. But the hybrid also is the significantly more powerful option, and that’s a worthy upgrade on its own. Just don’t expect it to outpace the nonhybrid Sorento’s optional 281-hp 2.5-liter turbo-four that we’ve already driven.

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Kia

In terms of drawbacks, the Sorento hybrid has a couple. It’s only available as a front-driver, so if all-wheel drive is nonnegotiable you’ll need to look elsewhere—or wait for the upcoming plug-in hybrid variant that drives all four of its wheels with a combined 261 horses and a significantly larger battery. The hybrid also shouldn’t be your pick if you expect to tow much with it, as its 2000-pound tow rating lags behind the nonhybrid models’ 3500-pound max. But if neither of those factors is an issue, you may as well spring for the hybrid over the standard Sorento. Think of it as a five-year investment in free horsepower.

Specifications

Specifications
2021 Kia Sorento Hybrid
VEHICLE TYPE front-engine, front-wheel-drive, 6-passenger, 4-door wagon
BASE PRICE S, $34,760; EX, $37,760
POWERTRAIN turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 177 hp, 195 lb-ft; permanent-magnet synchronous AC motor, 60 hp, 195 lb-ft; combined output, 227 hp, 258 lb-ft; 1.5-kWh lithium-ion battery pack
TRANSMISSION 6-speed automatic
DIMENSIONS Wheelbase: 110.8 inLength: 189.4 inWidth: 74.8 inHeight: 66.7 inPassenger volume: 143 ft3Cargo volume: 13 ft3Curb weight (C/D est): 4000–4100 lb
PERFORMANCE (C/D EST) 60 mph: 7.9 sec100 mph: 17.4 sec1/4 mile: 16.2 secTop speed: 120 mph
EPA FUEL ECONOMY Combined/city/highway: 37/39/35 mpg

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The 2021 Arteon is by far the most beautiful machine in Volkswagen’s portfolio. Its long, low, and wide proportions convey the type of elegance typically reserved for models wearing Audi’s famous interlocking rings rather than VW’s humbler logo. It’s far more like the sultry A5 Sportback than the generic Passat.

2019 Volkswagen Arteon Moves Toward Premiumness

VW Arteon Looks Even Sharper for 2021

Despite its avant-garde aesthetic and luxury-grade amenities, Volkswagen’s sleekest hatchback (cleverly disguised as a fast-roofline sedan) isn’t a big seller in the United States. Since arriving as a 2019 model, just more than 5000 copies found buyers through the third quarter of 2020. But the Arteon wasn’t built for mass appeal. VW has an expanding roster of crossovers to satisfy the masses and protect its profit margins. Instead, the Arteon was made even prettier and more desirable for the 2021 model year, to continue to entice individualists who appreciate its Audi-adjacent style.

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Volkswagen

Under the Influence of Audi
We tested a top-of-the-line Arteon SEL Premium R-Line painted in Pyrite Silver that rode on a set of newly designed 20-inch wheels. The cabin gets a more dramatic update than the exterior, with VW adding some tasteful visual flair. The upper part of the dashboard now has a modernized design that scraps the pointless analog clock and relocates the buttons above the infotainment system to the bezel around the shifter. The cabin also looks great at night, the new ambient lighting featuring 30 selectable colors that highlight a strip across the dash, translucent panels on the doors, and even elements in the fully digital gauge cluster and 8.0-inch touchscreen. We’re also fond of the new steering wheel’s contoured grip and girthier rim, but our winter gloves unintentionally activated its new haptic controls more than once. Other Audi-influenced additions include standard touch-sensitive climate controls that were less distracting and more responsive than we expected.

HIGHS: Simply stunning styling, Audi-esque interior environment, crossover-like cargo space.

The raft of subtle, albeit meaningful, changes don’t affect the Arteon’s cargo or passenger space. The pilot’s seat remains more relaxing than engaging, with front-seat cushions that err on the side of supple rather than supportive. Too bad the “massaging” driver’s seat felt like sitting in front of a disgruntled toddler on an airplane. At least adults in the back still enjoy legroom worthy of a luxury car and a surprising amount of headroom despite the hatchback’s diving rear roofline. The Arteon is almost as practical as a compact crossover, too, with an expansive cargo area that’ll hold nine carry-on suitcases behind the back seat. Fold them down and luggage capacity tops out at 21 carry-ons—only three fewer than we fit in a VW Tiguan.

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Volkswagen

A Fine Luxury Car—for the Right Price
Those satisfied with the Arteon’s one-size-fits-all powertrain—a 268-hp turbo 2.0-liter four-pot paired with an eight-speed automatic—won’t care that it’s unchanged. Those hoping we’d get the 315-hp version from the European Arteon R are out of luck. However, the EPA highway fuel-economy figure has swelled by 4 mpg to 31 since 2019, a figure we matched during our real-world highway test at 75 mph. Every top-trim SEL Premium has standard 4Motion all-wheel drive, which helped our test car reach 60 mph in 6.4 seconds. While neither that time nor the 4.6-second sprint from 50 to 70 mph qualifies as lazy, the Arteon isn’t exactly exciting when goaded with wide-open throttle. The interior is nicely insulated from wind and road noise, but a heavy right foot reveals engine sounds that aren’t racy. The automatic has polite manners and deliberate responses, but its tendency to upshift early favors fuel economy over playfulness, making the steering-wheel-mounted paddle shifters necessary.

LOWS: Unexhilarating engine sounds, massaging driver’s seat feels like being kicked by a toddler, barely cheaper than an Audi alternative.

During our time with the Arteon, we discovered that it’s best enjoyed at a relaxed pace. Sure, the hatchback can be hurried if you insist, but it’s a luxury car first. Its light steering is accurate and body control is poised, but the Arteon is mostly indifferent to corners. The hatch’s surprisingly rigid structure and graceful ride quality remind us that VW is really good at building cars that feel expensive. Which is fortunate, because this one actually is.

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Volkswagen

Although the Arteon is certainly a special Volkswagen and a fine mid-size luxury car, it’s not really an affordable Audi alternative because, well, it’s not much more affordable. Our SEL Premium R-Line had an as-tested price of $48,190, which is only $1755 shy of a loaded A5 Sportback. In a way, the Arteon is the last throwback to the Piëch-era VWs, the Phaetons and Touaregs, that sought to transcend their badges. And that it does, rewarding the select few who are paying attention.

Specifications

SPECIFICATIONS
2021 Volkswagen Arteon 4Motion
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED$48,190 (base price: $44,590)
ENGINE TYPEturbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injectionDisplacement 121 in3, 1984 cm3Power 268 hp @ 5500 rpmTorque 258 lb-ft @ 1950 rpm
TRANSMISSION8-speed automatic
CHASSISSuspension (F/R): struts/multilinkBrakes (F/R): 13.4-in vented disc/12.2-in vented discTires: Continental ProContact TX, 245/35R-20 95H M+S
DIMENSIONSWheelbase: 111.9 inLength: 191.6 inWidth: 73.7 inHeight: 56.9 inPassenger volume: 98 ft3Cargo volume: 27 ft3Curb weight: 3939 lb
C/D TEST RESULTS60 mph: 6.4 sec100 mph: 15.9 secRolling start, 5–60 mph: 7.2 secTop gear, 30–50 mph: 3.5 secTop gear, 50–70 mph: 4.6 sec1/4 mile: 14.7 sec @ 96 mphTop speed (governor limited): 128 mphBraking, 70–0 mph: 167 ftRoadholding, 300-ft-dia skidpad*: 0.90 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY75-mph highway driving: 31 mpgHighway range: 560 miles
EPA FUEL ECONOMYCombined/city/highway: 24/20/31 mpg
C/D testing explained

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