2017 Kia Cadenza

2017 Kia Cadenza

Episode 3614
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Kia cadenza is a car that always seems to get lost in the shuffle of Kia sedans. It just sits waiting to be dealt to more buyers. Now, those willing to take a gamble on a less familiar name have been coming out winners by paying a little and getting a lot. Well now, Kia is hoping an all-new Cadenza will tilt the odds even more towards a winning streak.

The full-size Kia Cadenza sedan arrived at mid-cycle when it debuted here for 2014. So this 2017 Cadenza is all-new after just 3-years on the market. 

When it originally went on sale here, it was Kia’s flagship, and we felt it was worthy of the title. But, being a flagship, limited sales were to be expected. Well, now that the K900 is Kia’s top car, it’s time for the Cadenza to boost sales and be a viable member of their 4-door portfolio. 

There are three Cadenza models; Premium, Technology, and SX Limited; all getting distinctive exterior touches, and all looking more luxurious than before. 

Apparently this road test was brought to you by the letter Z, as you’ll see hints of the letter throughout the car; particularly in head and tail lighting. 

New safety features include automatic braking, which we found to be one of the best systems yet, with quick stops every time; and next-level Blind Spot Monitoring that applies the brakes to keep you from merging into someone. 

The Cadenza is still front-wheel-drive only, so essentially it’s a bigger Optima. But it’s standard 3.3-liter V6 is a worthy step up, though we still consider it right about adequate. And, power numbers are actually down slightly from last year to 290-horsepower and 253 lb-ft. of torque. 

But, there’s a new 8-speed automatic transmission that makes up for it. We found it silky smooth, but with a definite priority on luxury feel over performance. Gears are selected with a traditional console-mounted shifter.

Ride quality is compliant, more mid-size sedan than full-size luxury; comfortable and quiet with just enough tightness for a hint of a sporty edge. Similar in feel to the new Buick LaCrosse, and every bit as quiet inside as well. 

At our test track, after spinning up the tires at launch; it took us 3-tenths longer to get to 60 miles-per-hour than back in ’14, at 7.3-seconds. 

The new 8-speed does indeed make up the difference down the track however, as we finished the ¼-mile in the exact same 15.5-seconds at 94 miles-per-hour. 

Power delivery is also smooth, and all is very quiet inside even at wide open throttle. In total, it’s a rather posh experience. 

And despite a short 118-foot average stopping distance from 60, it remained very calm feeling in panic braking situations as well; with firm and smooth pedal travel, to go with the consistent fade free stops. 

And it continued to impress us on our cone course; with nice, flat handling and much more grip through here than expected. It doesn’t pretend to be a sports car, it just has very good balance and manageable amounts of understeer. 

Steering was very quick, with good weight and even plenty of feedback.

As you might guess, things are quite luxurious inside, looking fully on par with Lexus and the like. We like the dash layout with clear gauges, and two neatly stacked pods of climate and audio controls. There are also interior features you might not expect like extending seat cushions and self-regulating seat heaters.

There’s a little more legroom in the fixed rear seat than previous gen, thanks to a slightly longer wheelbase; but the sloping roofline causes some headroom tightness for taller passengers. 

The trunk too is a little tight for its class at 16 cubic feet. But, there is still an armrest pass through for long items.

Government Fuel Economy Ratings are 20-City, 28-Highway, and 23-Combined on Regular grade. For an average Energy Impact Score; with 14.3-barrels of yearly oil use, along with 6.3-tons of CO2 emissions. 

Pricing for the Cadenza starts at $32,890, with top Limited trim coming in at $45,290. 

So, with the 2017 Kia Cadenza no longer being a brand showcase, it must establish itself as a true alternative to other full-sizers like the Chevrolet Impala and Ford Taurus; as well as play the premium role against the Buick LaCrosse and Toyota Avalon. That’s a tall order, especially as more and more large sedan buyers are jumping into crossovers. Still, the Cadenza represents an excellent step up from the mid-size Optima. It’s one, big, well executed four-door that should be another Kia winning hand.

 

Specifications

  • Engine: 3.3 liter
  • Horsepower: 290
  • Torque: 253 lb-ft.
  • 0-60 mph: 7.3 seconds
  • 1/4 mile: 15.5 seconds @ 94 mph
  • EPA: 20 mpg city / 28 mpg highway,
  • Energy Impact: 14.3 barrels of oil/yr
  • CO2 Emissions: 6.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW