Smart and Sustainable Electric Mobility
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Continue reading Karma unveiling production-ready coupe, GT-UV concept in Pebble Beach
Karma unveiling production-ready coupe, GT-UV concept in Pebble Beach originally appeared on Autoblog on Fri, 26 Jul 2024 10:49:00 EDT. Please see our terms for use of feeds.
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Continue reading 2024 Kia EV9 now earns IIHS Top Safety Pick award
2024 Kia EV9 now earns IIHS Top Safety Pick award originally appeared on Autoblog on Wed, 24 Jul 2024 10:46:00 EDT. Please see our terms for use of feeds.
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John Beltz Snyder
James Riswick
The Buick Envista was arguably the most surprising new vehicle released last year. Both because we weren’t expecting it to be so wildly impressive and competitive, but because it legitimately surprised people when they found out what it was and how much it costs. We had multiple bystanders guess our test car cost $60,000 or even $80,000, and we agree it looks expensive. Thing is, our Sport Touring test car only went for about $30,000 and wasn’t even the top of the line. That’s very competitively priced for the subcompact segment, and moreover, you get a lot for your money – besides tricking folks into thinking you have a much higher car payment.
The 2025 Buick Envista boasts one of the biggest back seats and cargo areas in its segment, allowing it to be one of the more family friendly options. Its interior is well equipped, looks almost as good as the exterior, and has technology that’s attractive to look at and easy to use. Its tiny turbocharged engine also punches above its weight class by feeling quicker than its rather meager specs would indicate while delivering excellent fuel economy. The overall driving experience is awfully refined, too.
Cons? Well, if you have a lead foot, the engine will eventually run out of steam if you accelerate aggressively. All-wheel drive is also not available, and a few hard plastic interior surfaces betray the overall premium allusion. None of that prevents us from making the 2025 Buick Envista an Editor’s Pick. This is a thoughtfully engineered, designed and packaged small SUV that shows you don’t have to pay a lot to get a lot.
Rear parking sensors are now standard on all trims, while remote ignition is standard on the Preferred and Sport Touring. The Sunrise Red option is no more, and you can no longer get Copper Ice Metallic on the Sport Touring – that’s the color-trim combo shown above, so don’t fall in love with it, K? The rest of the car carries over unchanged for 2025.
There is lots of hard plastic inside the Envista, most notably on the doors. If that bothers you, it’ll probably be hard to find anything new at this price point. Otherwise, the Envista’s cabin is an attractive and user-friendly space. The Sport Touring’s leatherette seating (pictured) or the Avenir’s leather certainly maximize the Envista’s “It costs how much?” wow factor, though, especially with their dash-top pleather trim and contrast stitching.
We appreciate that Buick kept things simple in key places, such as its traditional shifter and physical buttons/knobs for the climate controls. Yet, the cabin’s showpiece is clearly the pair of displays encased in one curved housing. It looks expensive, and the screen graphics back it up. The all-digital instruments in particular are classy in appearance and simply provide the information you need (although the trip computer info being in the touchscreen is bound to confuse some at first). The 11-inch touchscreen is larger than most in the segment and is powered by a less feature-rich version of GM’s Android-based infotainment system. It doesn’t do that much, but the radio controls look good and are well laid out, the menu icons remain docked on the left side of the screen at all times, and wireless Apple CarPlay and Android Auto are standard. Wireless charging is available on all trims.
The Envista has roughly the same length and wheelbase as a Honda CR-V, but it’s ultimately in the next segment down (subcompact) because its rakish roofline significantly diminishes its total interior volume, especially in terms of cargo. Importantly, its price tag is more in line with subcompacts.
In practice, this means it has an abundance of rear seat legroom for the segment. A 6-foot-3 person was able to still fit back there with the driver seat set for himself, while there was plenty of room for the passenger seat to be scooted up out of the reach of a kicking toddler’s shoes. Headroom definitely is less than boxy compact SUVs, but the hair of that same 6-foot-3 person wasn’t grazing the roof.
Cargo space does indeed suffer because of the roofline. A rigid cargo cover and a lack of a dual-level cargo floor (as most competitors offer) do hamper its space and versatility as well. Nevertheless, we found that once you chuck that cargo cover, the Envista was better able to carry our standard allotment of cargo test suitcases than everything in its segment save the Bronco Sport, VW Taos and Kia Seltos (in that order). That includes its mechanically related cousin, the Chevy Trax, that actually has a higher on-paper cargo volume (the Envista’s cargo area is longer, which turns out to be more beneficial for stuffing in luggage than the Trax’s extra height). Pretty great for something that looks so sleek.
Every Envista has the same powertrain, and there are no options. A 1.2-liter turbocharged inline-three sends 137 horsepower and 162 pound-feet of torque through a six-speed automatic transmission. Front-wheel drive is mandatory; all-wheel drive is not an option.
EPA-estimated fuel economy is 28 mpg city, 32 mpg highway and 30 mpg combined. We were seeing similar fuel economy during our 300-plus miles behind the wheel. This is better fuel economy than most in the segment, although admittedly not by a lot.
Look at the above specs. They sound lame, right? Three cylinders? 137 horsepower? Six-speed automatic? We didn’t even mention that the 0-60-mph sprint is somewhere in the 9s, making it one of the slowest cars in the segment and on the road, period. The thing is, you’d never know it by driving it. This is a good powertrain that’s been thoughtfully applied to this car to simultaneously assure a low price, good fuel economy and elevated refinement.
It starts with the engine itself. Forget the horsepower – those 162 pound-feet of torque come on early at 2,500 rpm, ensuring a punchy power delivery around town and when jumping into a faster lane of traffic. That six-speed automatic may sound antiquated, but it’s quick to respond and is more likely to find itself in the right gear (unlike eight-, nine- or 10-speed units), doesn’t stutter to engage (unlike a DCT) and doesn’t depressingly drone (unlike a CVT). Meanwhile, it still manages 30 mpg combined. Then there’s the ample sound deadening that reduces whatever racket that little triple-cylinder makes down to a pleasant muffled snarl. Basically, this car doesn’t feel slow and it sounds refined.
The accolades don’t stop there. We logged plenty of highway time and came away thoroughly impressed by the quiet noise levels, comfortable and well-composed ride, just-right steering effort, and comfortable driver seat. Our Sport Touring test car did come with the optional Watts linkage rear suspension upgrade that comes standard on the Avenir trim and is unavailable on the base Preferred. We have not tested the base suspension, so we don’t know just how much more comfortable and composed the upgrade makes the Envista, but given the car’s strong overall value, seeking a so-upgraded trim level seems like a good idea.
Get a closer look at the top-of-the-line Envista trim level, which ups the ante in terms of interior materials and ambience.
Take a deep dive into the real-world capacity of the Envista's cargo area. It's better than we were expecting.
Buick Envista Cupholder Mega Test
And now for the ultimate challenge: a jumbo Nalgene bottle!
Buick Envista First Drive Review: Budget belle
Our first time with the Envista, including information about its engineering and design.
The Envista is built in Bupyeong Gu, South Korea. Pricing starts at $22,900, but we didn’t know the destination charge for 2025 at the time of this writing. It was $1,095 last year. Assuming it stays relatively consistent, the overall base price is right in the heart of the subcompact SUV segment. If you’re simply prioritizing max passenger space in this price range, the base Envista Preferred would be a good choice.
The Sport Touring ($24,700 before destination) gets sharper looks and an upgraded interior with leatherette upholstery, plus access to the Experience Buick package that adds the Watts link suspension upgrade and 19-inch wheels. Otherwise, the same worthwhile Convenience package upgrades are available on both Preferred and Sport Touring: the Convenience I package (a power driver seat, heated front seats and steering wheel, proximity entry, remote ignition), the Convenience II package (power liftgate, auto wipers, wireless phone charging).
All that optional content is standard on the Avenir pictured below ($28,600 before destination), which also gains leather upholstery, a rear center armrest, and various design/ambiance upgrades. Every Envista is available with the same package of driver assistance tech features described in the section below.
Every 2025 Envista comes standard with forward collision warning with automatic emergency braking and front pedestrian detection, lane-departure warning, lane-keeping assist and rear parking sensors. The Advanced Safety package available on all trims adds blind-spot and rear-cross-traffic warning and adaptive cruise control.
The Envista still had not been crash tested by a third party at the time of this writing.
James Riswick
James Riswick
The electric car market is expanding and evolving rapidly, but the 2024 Hyundai Ioniq 5 continues to hover high above much of the field despite its nameplate being three years old. It still wows with its digitalized retro looks and hatchback shape that disguise the fact that it’s actually quite big. That size grants it a degree of practicality and comfort that make it a great family vehicle, while Hyundai has tuned it to be surprisingly fun to drive.
The Ioniq 5 checks plenty of other key boxes, especially for the typical EV buyers. Electric range is above average and its 800-volt architecture makes it one of the fastest-charging EVs, period. Performance is quite strong, too, especially with the dual-motor model. Infotainment tech is top-notch – it looks cool and is easy to use. Safety tech is even better – it’s one of the most extensive and best-executed driver assistance suites on the market.
As much as we love the Ioniq 5, checking out the mechanically related Kia EV6 and Hyundai Ioniq 6 sedan is a must, as is the new Chevrolet Blazer EV (although its availability is limited in the coming year). One also can’t ignore the low prices and superior charging network offered by the Tesla Model 3 and Model Y. We’re not sure any of them are quite as cool as the Ioniq 5, though.
Note that the refreshed 2025 Hyundai Ioniq 5 is coming soon, and the hi-po 2025 Hyundai Ioniq 5 N is available now. We're not totally sure what's in store for the rest of the next model year, but we've driven the 2025 Hyundai Ioniq 5 N (it's incredibly fun), and have included it in this buying guide.
There are a slew of added standard features that weren’t available at all last year. This includes rear seat side airbags, rear outboard seatbelt pretensioners, steering wheel haptic feedback added to the lane-keeping and blind-spot warning systems, and in-car Wi-Fi capability (subscription required). A digital rearview mirror is also now standard on the Limited.
And finally, in case you’re wondering about the wild, high-performance Ioniq 5 N, it’s here as a 2025 model year. You can read our Hyundai Ioniq 5 N review here.
The Ioniq 5’s cabin is big, bright and airy, with a minimalist design aesthetic that doesn’t lose sight of functionality. Everything isn’t controlled and displayed on one screen, and there are still conventional buttons and switches for things like the windows and climate controls where you expect them to be. Even the touch-sensitive buttons and electronic shifter, which can typically be a source of frustration, are well-executed.
In the Limited trim, the center console is moveable, sliding forward and backward. That console is home to a pair of cupholders, a large cargo tray, a slot for a phone — with an available wireless charging pad — and a pair of USB ports. It’s a clean and calming space that’s surprisingly spacious and airy. The color palette is limited: black monotone and two-tone gray with a two-tone green sadly only available with the Digital Teal or Shooting Star exterior Limited trim levels.
Every Ioniq 5 features dual 12.3-inch displays, with one serving as the instrument panel, the other as an infotainment touchscreen. It’s one of the better infotainment systems on the market (it's also likely to be replaced with Hyundai's updated one, as the Ioniq 5 N has, and we don't like it as much). The menus make sense, simple tasks like changing a radio station are easy, responses are quick, and it looks good. We also like the 60/40-split screen functionality that lets you look at audio and navigation, for instance, at the same time. Unfortunately, wireless Apple CarPlay and Android Auto are not available, which obviously means you have to plug in your phone to use them. Worse, the data USB port is under the dash down by your shin (below right), meaning your phone will end up stranded down there, too. The non-data USB ports and the available wireless charger are located in the center console (below).
The Limited trim gets a head-up display with integrated augmented reality. In addition to the usual HUD duties, it can also project images to highlight the car ahead of you, give alerts about lane safety and help indicate where and when to make the next turn on your route. If that sounds like a lot of visual information, it is, but you can tailor the content shown in your HUD through menu selections. This is the type of cutting-edge tech you can only find in upper-crust vehicles like the Mercedes-Benz S-Class.
It’s way bigger than it looks. While it looks like a hatchback in photos, seeing it in person, you can better understand why the Ioniq 5 is better classified as a midsize crossover SUV. Its wheelbase is about 3 inches longer than that of the three-row Hyundai Palisade. As such, the Ioniq 5 is fabulously roomy inside. Back seat legroom is vast, but then that’s pretty much an EV given at this point. The front row is especially spacious and open, however. The available sliding center console opens that lounge-like space up even more, and if you really want to lounge, the Limited includes a driver seat footrest to use while parked/charging (both pictured above).
As for the cargo area, the footprint is big, but the aggressively raked rear window means taller items could impede the closure of the liftgate. The rear seats can slide forward to allow a little more luggage space, at the expense of second-row passenger space. The Ioniq 5 claims 27.2 cubic feet behind the second row, which is lower than the Ford Mustang Mach-E’s 29.7 and the Volkswagen ID.4’s 30.3. Its on-paper volume is greater than that of its Kia EV6 cousin, but in our Ioniq 5 Luggage Test, we found that the shape/slope of the hatchback impedes loading, shrinks usable size and ultimately makes the cargo less spacious than the EV6 and the other electric crossovers. There’s no front trunk (or “frunk,” if you prefer) under the hood apart from a small space (0.85 cubic feet) only big enough to stash the mobile charging cable or other small items. That’s at least better than needing to store them in the cargo area, and at this point, few EVs have useful frunks.
There are three drivetrain configurations for the Ioniq 5. The base standard-range version has a 58-kilowatt-hour battery good for 220 miles of driving. It is only available as a single-motor, rear-wheel-drive model with 168 horsepower and 258 pound-feet of torque. Its efficiency is rated at 110 miles-per-gallon-equivelent combined
Then there are two versions with the 77.4-kWh long-range battery. The single-motor rear-wheel-drive version provides 225 hp and 258 lb-ft of torque. That’s good enough for a sprint from 0-60 mph in around 7 seconds, which would be an average time for a midsize SUV. With a driving range of 303 miles, it’s rated at 110 mpg-e combined.
The all-wheel-drive version adds a second motor that powers the front wheels. The resulting total jumps significantly to 320 hp and 446 lb-ft of torque, which is why there’s a larger price premium for all-wheel drive than you’d see in gas-powered cars, plus the Toyota bZ4X and Chevrolet Blazer EV. All that extra juice motivates the Ioniq 5 from a stop to 60 mph in about 5 seconds, but range drops to a still useful 260 miles. It’s rated at 99 mpg-e combined.
On the charging front, the Ioniq 5’s 800-volt battery architecture means it can take advantage of 150- and 350-kW DC fast chargers, the latter able to take the battery from 10% up to 80% in just 18 minutes. It’s one of the fastest-charging EVs, period.
The 2025 Hyundai Ioniq 5 N gets dual-motor all-wheel drive good for 601 hp and 545 lb-ft of torque, or 641 hp and 568 lb-ft for 10 seconds at a time with the "N Grin Boost" function engaged. It'll do 0-60 in a claimed 3.25 seconds. Its 84-kWh battery has a range of 221 miles, and gets 72 mpg-e.
Zac Palmer
Both the all-wheel-drive and RWD versions of the Ioniq 5 are an absolute delight, but the dual-motor AWD model is the one that'll get your heart pumping. With all the headline-generating, eye-popping 0-60 times of ultra EVs like the Tesla Model S Plaid, it's easy to forget that a 5-second 0-60 time is still awfully quick (and honestly, the long-range RWD model is far from slow at 7 seconds). The Ioniq 5's instant torque is enough to snap you back into your seat as you rocket onto the freeway. With Sport mode engaged, the AWD Ioniq 5 will treat you to a light but delectable serving of the rear wheels breaking traction to let the rear end peek out. It’s an addictive pleasure, and one that is sure to induce an endless supply of giggles.
That said, the Ioniq 5 can also be incredibly well behaved. Its long wheelbase makes for a calming sense of stability at highway speeds, while you’re quietly and comfortably whisked away to your destination. Hyundai’s Highway Driving Assist system includes adaptive cruise control (with machine learning to adapt to your driving style) and a very adept lane centering feature. The Highway Driving Assist II feature on the SEL and Limited trims gets semi-automated lane changes and integration with the augmented reality head-up display. There are also driving modes — Normal, Eco, Sport and Snow — to fit your mood or situation, and you can also dial in different amounts of regenerative braking force using the paddles on the back of the steering wheel. The highest level allows for one-pedal driving.
We have yet to test the single motor standard battery version, but its combination of range, performance and price make the Ioniq 5 less competitive.
As for the 2025 Ioniq 5 N, it's wild with tons of power and the ability to mimic engine noises and an eight-speed transmission. With N E-Shift, the Ioniq 5 doesn’t drive like an EV. The electric motors initially delay response to give the feeling of turbo lag. The power peaks and surges like the turbo engines in Hyundai’s other N cars. You can rev high in each gear and the Ioniq 5 will lurch and cut power while your fake tach needle bangs off the fake rev limiter. The experience is legitimately uncanny. And it’s fun. Like, a ton of fun. Masterful suspension tuning and powertrain trickery, plus an e-LSD at the rear, contribute to a car that happily flings itself amongst narrow, technical, back-and-forth esses. It feels big, but definitely not as big as its dimensions would suggest. The brake feel is firm and trusty by EV standards, but still not as sensitive on track as top ICE models. In a nod to committed left-foot brakers, the Hyundai allows a simultaneous two-step on the brake pedal and accelerator without cutting power.
Wildly fun and dripping with character, the high-powered N will be remembered.
We drive the U.S.-spec N. Every part of the EV SUV is retuned, from suspension and battery to seats and screens.
Both are great, but which is better? We decide in this comparison test.
The electric hatchback/crossover has a weirdly shaped cargo area, but a handy sliding back seat.
Having trouble deciding between the Ioniq 5 or EV6? Our interior comparison could provide you the answer.
We check the cupholders and door pockets of the 2023 Hyundai Ioniq 5 to see if it will fit our favored but oversized water bottle.
This is our first crack at the Ioniq 5, and we drive the top trim level with all-wheel drive in the city, on the highway and through some winding mountain roads. Let’s just say we’re in love.
The Ioniq 5 is built in South Korea, so it is ineligible for federal tax credits when purchasing the car. It may qualify for state credits, though, depending on your income level.
Pricing starts at $42,985, including the $1,395 destination charge, but that’s for the short-range, small-motor, rear-wheel-drive version. The bigger battery and more powerful rear motor start with the SE at $47,035. We think that’s the best place to start, and from there, the Ioniq 5’s trim levels are the usual ladder-type structure where each gets extra equipment plus additional style options.
All prices below include the $1,335 destination charge. And note that the atypically high all-wheel-drive price premium is the result of the dual-motor model adding significant performance in addition to all-weather traction.
The 2025 Hyundai Ioniq 5 N comes in a single trim with all-wheel drive, and costs $67,495, including the $1,395 destination charge.
Every Ioniq 5 comes standard with forward automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning, Safe Exit Assist (uses the last two items to warn you against opening doors into cars or bicycles), a driver inattention warning system, rear occupant alert, rear parking sensors and adaptive cruise control with stop-and-go functionality and lane-centering steering assist. Rear side airbags are also standard, which is rare. Also available are surround-view parking camera, blind spot view monitor, front parking sensors, as well as the added functionality of Highway Driving Assist II (automated lane changes, and improved logic for adaptive cruise control to better adjust to cars cutting in front of you or encroaching on your lane). Besides simply having all these driver assistance features, it’s important to note how well-executed they are.
The 2024 Hyundai Ioniq 5 received an IIHS Top Safety Pick+ award, scoring the highest marks in every crash test category. Its base headlights scored an "Acceptable" rating, but the upgrade lights for the SEL and Limited scored the highest "Good" rating. The NHTSA gave the Ioniq 5 five out of five stars for overall, side and rollover crash protection. It got four stars for frontal crash protection.
The new Hyundai Santa Fe boasts a controversial design on the outside that definitely won't be for everyone (I'm all for it, but can see how the Minecraft Ford Flex aesthetic is a bit weird). The interior is less polarizing. The design is certainly on the blocky side itself, and doesn't have the more organic and luxury-adjacent vibe of the Palisade, but its technology, switchgear and overall materials quality all speak to a premium environment. I don't think it's as luxe as the Palisade Calligraphy with its quilted leather and silver switchgear, but it certainly has the luxury feature content to back it up. I'll be touching on those features a bit in this interior review, but I'll mostly be focusing on this interior's impressive functionality, much of which is common throughout the Santa Fe lineup.
Let's talk about storage, as the Santa Fe has a lot of it. There is the typical drop-down glovebox, but just above that is a little shelf to put whatever. I'd say a phone, but the center console has your passenger covered for that (more on that in a moment).
Above, you'll see there is a second glovebox hidden behind the pleather-covered trim panel. Apparently, as this is a Calligraphy, it has a UV Sanitizer inside meant to kill germs on whatever you put in there. I sadly did not have a petri dish on hand to see how effective it is. I guess this is a good thing? At the very least, it's something I've never come across before.
Speaking of which, I don't remember coming across a double-opening center armrest bin like this. Lots flip left or right, but this one has access buttons on both ends. Why do you want it to open the other way?
So those in the back can get access, that's why. They also have a handy pull out bin.
Moving back up front, there is a now-common under console storage area. It has a rubberized floor to prevent whatever from sliding around.
Here's another novelty. Though not strictly unique, having two wireless charge pads in a car is exceedingly rare. These are right-smack in the middle of the center console and you can see they feature little platforms that let the outer edges of your phone have access to air rather than suffocating against rubber.
You can also see the primary cupholders here, which were big enough to hold my wine-bottle-sized water bottle.
Moving into the back, there are additional cupholders in the doors. I'm a big fan of this feature, mostly because I can put my son's daily water bottle for school right next to him where I can't possibly miss it when getting him out of the car.
The hourglass shape allows for two cups or bottles, but is also intended to keep a phone on its side somewhat secure.
In this photo, you can also see that the Calligraphy has heated second-row seats. So does the Limited.
The front seat backs have little hooks and some Minecrafty embossments to spruce up what would otherwise be hard plastic. And before you complain about that hard plastic, I'd offer this is better to meet a kid's dirty shoes than leather/pleather.
As shown in the Santa Fe Luggage Test, there is some underfloor storage behind the third row, but it's indeed more "storage" than an expansion of the cargo area.
Let's talk about the seats. These are exclusive to the Calligraphy: the "Relaxation Comfort" seat first seen in the Hyundai Ioniq 5 Limited. I like them because of how high you can arch up the front of the seat bottom and dive the back of it -- I'm 6-foot-3, and sitting like this lets me sit closer to the wheel while providing under-thigh support and taking pressure off my lower back. A fellow editor once dubbed this "the birthing position." Porsche seats can often do this, as could BMW seats in the 2000s.
For everyone else, putting this feature in the Santa Fe feels more like a "hey, why not?" feature. The Ioniq 5 has it, apparently, for relaxing while your car charges. You don't have to do that with the Santa Fe. Waiting for the kids to come out of school, maybe? Whatever, let's just go with "good for tall people."
The second-row captain's chairs in the Calligraphy are partially power-operated. They still slide fore-aft by pulling up on a bar and then moving the seat the old-fashioned way, or by pressing the quick-release button that slides it forward for third-row access.
Recline and seat-bottom tilt are then handled with electric motors. This is great for comfort, but impedes third-row access by making it ... really ... slow ... to ... put ... the seatback ... back. A common issue with power-operated second-row seats.
You can lower the second-row seatbacks with these buttons in the cargo area.
This is the third row. The seat is obviously quite flat, and it's quite close to the floor. You will be more comfortable in a Palisade, regardless of how big you are. That said, scooting the second row up to free up some extra space for those in the third row still leaves plenty of space for those sitting in the second (even with a tall driver up front). Also note how much headroom there is thanks to that boxy roofline, which also contributes to big, square quarter windows that makes it feel airier and more spacious than is typical.
Speaking of airy, the Limited and Calligraphy have a dual-pane sunroof.
Back to the third row, which has air vents, hourglass double cupholders and a USB-C port on each side, plus a rear A/C fan control. The right side also has the 115-volt house-style electrical outlet that's more of a cargo feature.
The second row has sunshades in the Calligraphy. I think these should be standard in every family vehicle.
Now let's move up front and talk about technology and controls.
This has basically the same shifter design as the Ioniq 5 and 6. Twist forward for drive, backward for reverse and press the button on the end of it for park.
I have a tendency to want to do the opposite as the shifter's monostable functionality is generally similar to center console electronic shifters that do forward for reverse and back for drive (see BMW).
There are different gauge layouts available, tied to drive mode if you'd like, but I just stuck with these. They are clean, easily read and go with the rest of the interior.
The Santa Fe has the same row of infotainment shortcuts as the Ioniq 5 N (which has removed the old Radio shortcut button for Search, booooooo), but it has more climate controls. Specifically, "buttons" for heated seats, ventilated seats and heated steering wheel. You don't have to wait for the infotainment system to clear a lawyer screen, press a general seat/wheel button and then do something on the screen. That's annoying. This isn't.
Also note that the mechanically related Kia Sorento has these rows of infotainment and climate controls integrated into a common housing and flips back and forth between them. This is better than that.
You can also see the big Drive Mode toggle here. Can't say I was inspired to press that in a Hyundai Santa Fe.
Oh, you can also see the little button for killing the gunk on your phone with UV-C.
The Limited and Calligraphy have multi-color ambient lighting. There are 10 preferred choices with snazzy names, or you can go beyond that with a larger color wheel. My son demanded pink per usual.
And finally, the infotainment system, because it pisses me off. This is Hyundai/Kia's newest system and I don't like what they've done. I DO like that it no longer defaults onto a nothing page with some scenery on it every time you turn the car on, and the shortcuts along the bottom are fine.
I listen to satellite radio, though, and what they've done to its interface is nonsensical. Since Sirius and XM debuted in cars nearly 20 years ago, a defining feature has been being able to see what song is playing. Furthermore, you've usually been able to see that information at the same time as your favorites list. That functionality is increasingly going away and I do not understand it. The Hyundai/Kia system is yet another culprit after previously doing Sirius XM controls totally normal and very well.
Look above left. The currently selected station, Alt Nation, is indicated in three different places: highlighted in the channel list, shown as a thumbnail at the right, and in the lower right hand corner with its station number, SXM 36. The only thing indicating what song is playing is the tiny thumbnail of album art, as if anyone is supposed to know what the hell that is. This is barely better than the plain-old radio face plate in my 25-year-old BMW that just says "FM 106.7."
To find out what son is playing, you have to press that tiny thumbnail of album art. This takes over the entire damn screen (above right), and although you can now see the song info, it's in small font in the lower right hand corner. VW and BMW now do this full-screen takeover, and I don't get it. It makes you got back and forth, back and forth ...
Oh, but can't you use the split-screen functionality to show song info, you know, exactly where that Alt Nation logo is in the above left photo?
NO! I can't fathom why Hyundai/Kia got rid of the option for seeing entertainment info in the split screen view. This is particularly helpful when using the native navigation system, or as some cars let you do, with Apple CarPlay.
In the new Hyundai/Kia system, split screen content lets you see a map on top of a map, the weather forecast, or my personal favorite, extremely detailed geographic coordinates just in case you need to call in a missile strike on yourself.
This obviously drives me bonkers. Why, Hyundai, why???
At this point, I can already hear people saying "Whatever, I just use Apple CarPlay." Well then, here, it has it, and the shortcut buttons make it easy to escape.
Hyundai/Kia has also maintained the little star button, which is customizable for access any number of options. I set it for phone projection, granting quick access to Apple CarPlay at the push of a button. Again, I can no longer press a Radio button to easily get back to that screwy radio screen, but don't worry, I have easy access to Search for something. What, I don't know. "Hey Hyundai, why is your radio UI terrible now?"
So, obviously, I'm no fan of the infotainment system changes, but everything else about the Santa Fe's interior functionality is very impressive.
Filed under: Ford,First Drives,Crossover,SUV
2025 Ford Explorer First Drive Review: Much better inside, still good everywhere else originally appeared on Autoblog on Tue, 23 Jul 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Continue reading 2024 Ford Mustang Mach-E gets midyear price increases
2024 Ford Mustang Mach-E gets midyear price increases originally appeared on Autoblog on Mon, 22 Jul 2024 15:30:00 EDT. Please see our terms for use of feeds.
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Plus, we also try out the Mercedes-Benz EQE SUV and discuss the week in car news
We drive the 2025 Porsche 911 T-Hybrid, updated Miata and Lamborghini Urus | Autoblog Podcast #841 originally appeared on Autoblog on Fri, 19 Jul 2024 12:40:00 EDT. Please see our terms for use of feeds.
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Continue reading Hyundai announces a new three-row EV is coming later in 2024
Hyundai announces a new three-row EV is coming later in 2024 originally appeared on Autoblog on Tue, 16 Jul 2024 10:15:00 EDT. Please see our terms for use of feeds.
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Continue reading Porsche Macan Electric adds base RWD and 4S variants to lineup
Porsche Macan Electric adds base RWD and 4S variants to lineup originally appeared on Autoblog on Tue, 16 Jul 2024 08:00:00 EDT. Please see our terms for use of feeds.
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