2017 Kia Optima Hybrid
The euro-styled kia optima mid-size sedan has been quite a hit for the brand, and a favorite of ours here at Motorweek as well. But what most people may not realize is that the optima lineup includes a gasoline-electric hybrid. And for 2017, it gets a full redesign, encompassing all of the benefits of the optima’s new 4th generation chassis.
Kia has actually had a high mileage hybrid in the Optima lineup since 2011. And with the 4th generation of Kia’s midsizer kicking off last year, 2017 sees an all-new powertrain for this gasoline-electric. The new hybrid system consists of 2.0-liter I4, downsized from the previous gen’s 2.4-liter. But, there’s a bigger electric motor in place to aid it, 38-kW compared to last year’s 30-kW motor. Combined, horsepower is actually down from 206 to 192; but torque is much torquier, climbing from 195 lb-ft. to 271.
Battery size increases from 1.4 to 1.6-kWh; and as before, it’s placed under the rear trunk floor, robbing a bit of storage space, though keeping the split/folding seatbacks in play. Capacity is 13.4 cubic-ft., compared to the base sedan’s 15.9. Thankfully, the transmission is still a 6-speed auto; and there’s been no change to a CVT. Government Fuel Economy Ratings are 39-City, 46-Highway, and 42-Combined; so our average of 41.7 miles-per-gallon on Regular was just about spot on. That makes for a very good Energy Impact Score, with use of just 7.8-barrels of oil per year while emitting just 3.5-tons of CO2.
That’s a significant improvement over last gen for sure, but still short of many other hybrids out there. For those looking for more, a plug-in version with a larger battery and up to 27 miles of EV-only driving is on the way. As for daily use, the Optima hybrid makes some noises you wouldn’t hear in a typical petrol Optima, but otherwise operates with the same smooth, Euro-like demeanor. After an hour or two behind the wheel, it’s easy to forget you’re even in a hybrid. If you wish to be reminded, a new Eco-Driver Assistance System will coach you on how to get the most efficiency as possible, with prompts in the IP, as well as with audible alerts. With very good steering feel, this gen’s stiffer chassis, and the aforementioned transmission; this is one hybrid we truly enjoyed driving.
There’s good comfort in all seating positions and plenty of nice soft touch materials. EX trim comes with heated leather seats, heated steering wheel, surround sound, and navigation. Adding the Technology package will get you a panoramic sunroof, ventilated front seats, heated rear seats, and a host of safety systems including Autonomous Emergency Braking. The exterior differs little from base Optima. That’s a good thing as far as we’re concerned, as we feel the Optima is one of the best looking rides in the family sedan segment.
But, nothing is for free, as there’s always a price to pay. Here, it starts at $26,890 in Premium trim, or about a grand less than the stingier Toyota Camry Hybrid. Optima Hybrid in EX trim, at $31,885, is about 5-grand over a standard non-hybrid Optima.
The 2017 Kia Optima may come up short when it comes to absolute fuel economy. But, much like the Ford Fusion Hybrid and Chevrolet Malibu Hybrid, it offers handsome styling, and a traditional sedan feel, that many other modestly priced hybrids can’t match, plus, it adds a unique driving experience that’s clearly European in flavor. So, don’t look at the Optima Hybrid as the ultimate hyper-miler’s choice, but a more efficient option for those looking for a roomy, great looking, fine driving car.
Specifications
- Engine: 2.0-liter I4
- Horsepower: 192
- Torque: 271 lb-ft.
- EPA: 39 mpg city / 46 mpg highway
- Energy Impact: 7.8 barrels of oil/yr
- CO2 Emissions: 3.5 tons/yr
2023 GMC Canyon
Canyon Goes Bigger
Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!
Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.
Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.
The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.
At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.
And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.
But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.
Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.
The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.
Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.
Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.
So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!
Specifications
- Engine: 2.7L Turbo-4
- Horsepower: 310
- 0-60 mph: 7.5 seconds
- 60-0 Braking: 121 feet (avg)
- MW Fuel Economy: 18.2 mpg (Regular)
- Transmission: 8-speed auto
- Torque: 430 lb-ft.
- 1/4 Mile: 15.6-seconds at 91 mph
- EPA: 17 City / 21 Highway / 19 Combined