Monthly Archives: December 2019

Three-Row SUVs Compared: Explorer, Telluride, Palisade, Enclave, and CX-9

A pair of Korean newcomers and a fresh Explorer with its engine turned ask, who holds the aces, the East or the West?

Hey, you. Yes, you. Don’t pretend you just noticed something on the back of your hand or that your phone is buzzing in your pocket. We’re talking to you. You who couldn’t get enough of procreating and now need three rows of seating in a vehicle. We know you well enough to know that you don’t want a minivan and that only a two-box crossover will do. Lucky for you, carmakers are swiping right on you, which explains the flood of new three-row products tailored for your life. There’s so much churn in the class right now that, for most of our testers, this is our first exposure to three of these models.

Most promising is the Ford Explorer. It might look like a malnourished example of the last-generation model, all vacuum-packed bulge split by bone lines, but it’s so new that the engine is facing a different direction, and if you don’t opt for all-wheel drive, the torque goes only to the rear wheels. Ford’s turbo­charged 2.3-liter inline-four is on duty and has 300 horsepower and 310 pound-feet of torque turning the Ford/GM co-developed 10-speed automatic. The XLT is the lowliest Explorer trim, and this one packs all-wheel drive (a $2000 upcharge), 20-inch wheels ($1295), Ford’s Co-Pilot360 Assist+ suite ($795), and a towing package ($710), for a grand total of $46,810.

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Hyundai and Kia have built three-row crossovers before, even big ones, but who besides us remembers the Veracruz and the Borrego? The Hyundai Palisade and Kia Telluride are the first big Korean crossovers poised to make a real mark on the segment. They share a lot, including their 291-hp V-6, eight-speed automatic transmission, and platform. Both have a 114.2-inch wheelbase, the test’s shortest, but somehow the second-row seats are among the roomiest. At our $48,000 price target, you get a Palisade Limited with all-wheel drive, which means its window sticker abounds with standard equipment, from a pair of sunroofs to lane-keeping assistance to auto-leveling rear dampers. Toss in $160 for floor mats and this Palisade is a $47,655 proposition.

The Telluride’s top trim level, SX, also includes stuff like the two sunroofs and the second-row captain’s chairs, but it caters to a slightly more frugal buyer by leaving off a few extras. This one, of course, added them in with the $2000 SX Prestige package. Fully loaded, our Telluride came with ventilated second-row seats, richer leather, and a fake-suede headliner, among other goodies, for a final tally of $46,910.

Buick’s second-gen Enclave is two years old, which makes it a slightly familiar member of the group. It remains related to the Chevy Traverse and is built on the same long version of the C1 platform. GM’s corporate 3.6-liter V-6 makes 310 horses here and a nine-speed transaxle does the shifting. Our Essence-trim example is one step up from Buick’s base model, and all-wheel drive adds $2000 to the chit. Spending an additional $1695 for the Sport Touring package nets 20-inch machined-face aluminum wheels and a unique grille. Powered front and fixed rear sunroofs cost $1400, while the $495 black paint and $270 set of floor mats land this Enclave at $49,055, the highest price in the test.

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The Mazda CX-9 is the known quantity here, having been atop this hill for three 10Best awards as well as through two comparison tests in which it vanquished the Chevy Traverse, Honda Pilot, Subaru Ascent, and Volkswagen Atlas. Mazda isn’t messing with success. The big news for the CX-9 this year is more standard equipment and available Android Auto and Apple CarPlay functionality. Mazda’s 250-hp turbo­charged four-cylinder and six-speed automatic are unchanged. Our Signature test vehicle stands at the top of the CX-9 mountain and includes all of Mazda’s juiciest equipment—adaptive cruise, keyless entry and start, and the brand’s G-Vectoring Control steering-feel-boosting system. Special paint, a cargo mat, and illuminated sill plates add $975 to the bottom line, bringing our Mazda to $47,385.


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To see how the Mazda measures up against its latest competitors, we steered north to family-friendly Petos­key and then into the Upper Peninsula for the winding roads along Lake Michigan—which does, technically, experience semidiurnal water-level changes. Here we learned that the tide in this segment is indeed turning.

5th Place:
Buick Enclave

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Highs: The any-way-you-fold-’em cargo champ and the passing-acceleration king.
Lows: The most money nets you the least stuff and a cheap-feeling interior.
Verdict: Remember the Buick Open? This is a time capsule from that era.

The competition in this segment is tough, so tough that we couldn’t find a lot of nice things to say about the Buick. Someone did mention after a few rounds at Tap30 Pourhouse in Petoskey that the Enclave didn’t seem to be the kind of vehicle a sex offender would drive.

Driving it revealed that its interi­or is richer and nicer than the Ford’s, although that bar is dachshund-steeplechase low. And we can’t even say that all the bits are nicer. Those $1400 sunroofs wear the sort of cheap spring-loaded retractable shades that slap when retracted, the kind you’d find in a Motel 6 or a Tom and Jerry cartoon. They would feel cheap in an old Volkswagen with a crank-operated sunroof. In a nearly $50,000, brand-new Buick, they’re embarrassing.

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The 3.6-liter six-cylinder is always at the ready with power, but its coarseness is unbecoming a car that purports to be from a luxury brand. A lazy nine-speed automatic transaxle has smooth upshifts, but the other vehicles in this group manage seamless gearchanges without the sluggishness.

It’s hard to love the vehicle that costs the most and offers the least content. The Enclave also lacks the design and materials to justify that premium price. The instrument panel appears to have received some attention from the designers, but the rest of the Buick’s interior seems phoned in. The Essence trim doesn’t even come with the factory navigation system; it’s optional. But at least Android Auto and Apple CarPlay integration are standard.

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Buick’s big infotainment innovation is that you can order pizza from your Enclave. GM’s Marketplace app allows you to order food from Domino’s, though not to your car. You can either go get it or have it delivered to your home. It’s not worth getting into the details, but we will say that after an hour of trying to figure it out and set it up, we just dialed a phone and ordered an eight-corner deep dish from the nearest Jet’s Pizza.

We were briefly excited when we noticed the ST badge on the Buick’s liftgate. But then we remembered that those letters mean something cool on the Explorer. Here, they denote the Sport Touring package, but they might as well mean Sad Trombone.

4th Place:
Ford Explorer

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Highs: Longitudinal engine—just like a BMW!
Lows: Sparsely equipped and cheap inside—just like a last-generation Explorer.
Verdict: Ford lays the foundation for a brighter future but lets the Lincoln Aviator realize it.

Have you ever considered that maybe we’ve had it wrong all these years? That it’s not supposed to be FoMoCo but in fact FOMO Co.? Just imagine the board meeting: “Hey, all those luxury brands seem like they’re having a great time with longitudinal-engine, rear-drive SUVs. We used to do that. Let’s do it again. YOLO!” In a homogeneous class, aiming the engine rearward is a gutsy way to stand out.

But the dynamic expectations fostered by the Explorer’s new layout begin to fade as soon as you slide into the hard, flat seats. They offer little lateral support and were perhaps designed to make it easy for utility-belted police officers to slide in and out of. It’s just as well, as the Explorer isn’t as dynamic as we’d hoped. In an admittedly tight grouping, the Explorer finished last in the slalom and found itself in a three-way tie for worst on the skidpad. At least its braking distance was the shortest in the test.

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Drive it as if you’re on the way to the hospital when the contractions are four minutes apart and you’ll find an unsettling discombobulation between the axles in response to anything other than the smallest steering input. Jerk the wheel to dodge a chunk of truck tire on the freeway and a moment passes before the rear end follows suit.

In less hurried driving, the 2.3-liter surges and lags like the highly boosted engine working against a lot of mass that it is. Flooring it does have its rewards. The Explorer managed the quickest zero-to-60 time in the group, although, at full whack, the mufflers emit a buffeting sound as though someone had lowered a rear window without cracking a front. If there’s one part of a car engineered for smooth airflow, you’d think it’d be the exhaust system.

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Senior editor Eric Tingwall was harshest when he wrote that the Ford’s interior “isn’t designed so much as cobbled together.” In the Kia, no surface was overlooked. In the Ford, it seems few were looked at. The plastics are hard and unappealing, and the center-stack design appears efficient and clean until you realize that’s simply because the Explorer doesn’t have many goodies to manage. Our test vehicle didn’t even have heated seats. Meanwhile, the Koreans not only heat their front and middle rows, they ventilate those seats as well.

The Explorer is remarkably solid. When the Buick came in at 91 pounds more than the Ford, we did a double take. The Ford feels like it should be the heaviest in this test by several hundred pounds. That solidity should serve it well in its inevitable police duty. Ford offers better Explorers, and the Aviator platform-mate is lovely and luxe, but Lincoln charges way more money for the improvements. Maybe the company ran a little low on R&D dollars after reorienting the engine 90 degrees.

3rd Place:
Mazda CX-9

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Highs: Still the undisputed driver’s choice, comfortable even if it is small.
Lows: You can beat it for the money.
Verdict: Sports-car dreams drown in the sound of crying babes—or in a flood of Korean value.

The Mazda remains a class leader when it comes to handling corners and over-the-road confidence, but both Korean brands are close enough that the Mazda’s edge isn’t as compelling as it used to be.

The CX-9 is still the king of premium feel. Its design is understated compared with that of the Koreans, but there’s a smooth richness to the leather and a satisfying click to the switchgear. The paint is flawless, and the wood inside is real.

Like the Explorer’s engine, the CX-9’s boosted four-cylinder alternates between surginess and reluctance. Mazda tuned the turbo for low-revving torque, and the CX-9’s thrust tapers off at about 4500 rpm.

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The Mazda’s tight interior remains its weak spot. Soft padding and a comfortable angle to the third-row seat bottom make for more comfort than the numbers might have you think, but the Mazda’s second-row bench—the only one in the test—entombs third-row inmates. Cargo space behind the seats is small—Miata small.

Android Auto and Apple CarPlay capability mark a monumental shift in infotainment, more significant than we’d initially realized. This is when a touchscreen becomes the way to go. Using the Mazda’s rotary dial to operate the infotainment shows how clumsy it is to navigate a system designed for a touchscreen. There’s a lot to love about the CX-9; we just want more CX-9.

2nd Place:
Hyundai Palisade

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Highs: Everything you ever wanted, plus a few USB ports you didn’t know you needed.
Lows: Could use an exterior design consult.
Verdict: If it’s a spacious space fish you seek, Hyundai is probably running a good deal right now.

If you had heard the staff climbing into the Palisade the first time, you would’ve thought it was one of those obnoxious “real people, not actors” Chevrolet commercials. “Oh, man, check out the action on this seat-folding mechanism!” “Whoa. I’ve got three cupholders!” “If we were on a road trip, is that where you’d have your seat? I’ve got so much legroom!” Upon their exit from the vehicle, we checked everyone’s pockets for fresh Benjamins. We’re clean; the enthusiasm is genuine.

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Clearly, we get excited about great packaging, such as the USB ports in the front seatbacks and the little mesh phone holsters below them. And for all the extras Hyundai packs into the Palisade—did we mention that the second-row seats are ventilated and that there’s wireless phone charging, lane-keeping assist, dual sunroofs, an all-wheel-drive lock button, and on and on—everything is easy to operate. Tingwall noted: “I love the usability of a Hyundai/Kia interior. I had never been in a Palisade, but there’s no learning curve.”

Familiar and accessible don’t mean cheap or unimaginative, though. A couple editors wondered why the quilted leather in the door panels needed to be perforated, but no one could deny the thought and care that went into every facet of the Palisade’s interior. Even the mouse-fur headliner appears to be only the finest mouse fur. Corinthian mouse fur.

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The Hyundai doesn’t quite match the verve of the Mazda, but it comes close enough for something with three big rows. Body control is tight. It’s luxuriously supple over scarred roads. The steering is sharp and light, if numb. We won’t call it lifeless, though. There was life on Earth for billions of years before we came along; Hyundai’s steering has a simple, single-cell sort of feel to it.

The same sort of inoffensive sufficiency is under the hood. The 3.8-liter V-6 isn’t turbocharged, and the transmission isn’t co-developed with a rival. What we have here is just a V-6—kind of a big one—and an eight-speed automatic. It’s not trying to be clever or exciting. It purrs under full throttle and is pretty smooth all the time. It won’t goad you into lawlessness, but neither will it disturb your morning introspection.

That serenity inspired one of our logbook scribblers to dub the Palisade the “S-class of the segment.” Someone else asked, “Shouldn’t this be a Genesis?”

1st Place:
Kia Telluride

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The Kia’s broad shoulders and blocky styling give it nearly as much of a rear-drive look as the actual rear-drive-based Explorer. The earth-tone ex­teri­or palette and a heavy dose of Land Rover Range Rover in the styling feed our Rough Rider fantasies. If we owned one, it’d have a “Teddy Roosevelt for President” bumper sticker.

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The macho look continues inside, with leather abutted by convincing imitations of satin metallic trim and open-pore wood that appear to be rescued from a Tombstone saloon. Unlike a saloon, the Telluride is so serene that we kept assuming the adaptive cruise had seen a car ahead and was slowing down. A glance at the speedo—or the head-up display—would confirm that we were maintaining the expected clip. This adept masking of speed is common in high-end vehicles, but we’ve never seen it so well done in something at this price point.

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Long rear doors and a second-row seat that quickly folds and slides out of the way allow for easy third-row access, and the enormous second-row space meant that the Koreans were the only vehicles here in which middle passengers were willingly sliding their seats forward to grant those in the wayback more legroom. The debate over which third row was most comfortable, the Hyundai’s or the Kia’s, boiled down to individual passenger shape and how naturally our heads fit with the sculpting of the D-pillars if we decided to lean against them and sleep. In the other vehicles, we never stayed back there long enough to relax. Apart from the Korean twins, all the other vehicles elicited complaints about how tightly our knees were pressed into seatbacks or how hard and flat the bottom cushions were. If you’re regularly hauling three rows of people—and hoping to impress them—the Hyundai and Kia are your answer.

They’re not flawless, though. The wheels and tires look a little skinny from some angles. When slammed, the doors shake the whole vehicle. And over big bumps, there’s more shimmy through the structure of the twins than you’ll feel in the others. But the look and finish are such that not even a few quivers can pierce the upscale atmosphere. Not long ago, paying $50,000 for a Kia would have seemed ridiculous. Now there’s one that seems like a ridiculous steal at $50,000.

The Kia Telluride is the 2020 MotorTrend SUV of the Year

The Kia Telluride’s achievement as winner of MotorTrend’s 2020 SUV of the Year award is more inevitability than incongruity.

It’s been a long time coming for a company that was founded in 1944 and for decades has lived with the backhanded compliment of building “cheap and cheerful” transportation for buyers on a budget.

But this award is the deserved recognition that today’s Korean auto industry has evolved to possess the skill and talent to design, engineer, and manufacture world-class vehicles—ones able to best their mainstream Japanese, European, and American rivals in terms of style, dynamics, refinement, and build quality.

Manufactured in West Point, Georgia, the Telluride is a Kia built in America for Americans: a comfortable and roomy three-row SUV that’s perfectly pitched at the heart of a highly competitive segment that includes products from Chevy, Dodge, and Ford, as well as Honda, Toyota, Nissan, Mazda, and Volkswagen.

Read about Car, SUV, and Truck of the Year contenders and finalists HERE

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As expected of a Kia, the Telluride is a terrific value, offering lavish levels of standard equipment even in the $32,785 base model. And when you load it up to its as-tested $46,910 price, it absolutely deflates its mass-market competition.

But value is only one element of what makes the Telluride our 2020 Sport Utility of the Year. Our exhaustive judging process, in which each contender is evaluated in the context of our six key criteria, means the winning vehicle must be a well-rounded product, regardless of its functional focus.

So although its price makes the headlines, what helped the Kia Telluride garner seven first-place votes from our 11 judges is that it’s anything but bargain basement in the way it looks, the way it drives, and the way it effortlessly copes with the modern American family’s needs.

“Pleasing overall design, with nicely executed linework and surfacing,” guest judge and former Chrysler design chief Tom Gale said during his design walkaround.

“One of the very few three-row crossovers that I actually like driving,” features editor Christian Seabaugh said after he pushed the Telluride around our SUVOTY proving ground’s challenging winding road.

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“The Koreans have become masters at studying what everyone else does right, picking the best practices, and implementing them,” Detroit editor Alisa Priddle added during the debate before the final vote.

MotorTrend en Español managing editor Miguel Cortina summed up the Kia this way: “The Telluride really nails the criteria.”

Let’s take a closer look at how.

Advancement in Design

The Telluride is the largest SUV yet from Kia, measuring 2.8 inches longer overall than its Borrego predecessor, with a 0.2-inch-longer wheelbase. But it wears its size well thanks to exterior styling that is both confident and sophisticated. The large grille makes a statement without being overbearing, and the headlights have been pulled back from the corners to visually reduce the front overhang. “The imposing stance and good proportions impressively disguise the dash-to-axle ratio inherent to the front-wheel-drive architecture,” guest judge Johan de Nysschen said.

On the bodyside, simple surfaces mostly tell their own story instead of becoming a stage for entertainment riven with random cuts and lines. The greenhouse is subtly sporty, amplifying the slight rake to the D-pillar without compromising practicality. The rear graphic, bracketed by commalike taillights, is strong and distinctive. Even the base LX model gets jewelry such as the contrasting silver panels at the lower edges of the front and rear fascias and the brightwork around the greenhouse and at the base of the doors.

The Telluride looks substantial but is also friendly and approachable. There are some playful Easter eggs in the detailing, such as the castellation in the brightwork at the B-pillar, a nod to similar detailing in the Kia grille and on the upper edge of the windshield, and the indent at the lower front corner of the front doors.

The interior is just as confident and as sophisticated as the exterior. Again, even the base LX trim’s interior looks well equipped and well finished. As for the range-topping SX: “I keep looking around the cabin and reminding myself this SUV costs only 47 grand,” executive editor Mark Rechtin said after he climbed into our tester’s Dune Brown Nappa leather-trimmed interior. “It feels like a rustic-modernist house of a millionaire rancher.”

The interior not only looks good but is also practical and usable. Although the third row is for teenagers, adults will fit, and smartly located seat-fold buttons and grab handles to get in and out of the rear doors offer better functionality than the comparably sized Mercedes and BMW SUVs. Then there’s the detail stuff, like both the second and third rows getting their own USB ports to keep all the family’s devices happily charged and functioning.

“Kia shames many luxury automakers offering vehicles costing twice as much,” Seabaugh said. “Fit and finish are superb, materials are excellent, and the color mixture is wonderful.”

Engineering Excellence

The Telluride shares its platform and mechanicals with the new Hyundai Palisade. There’s only one powertrain option—the 291-horsepower 3.8-liter V-6 with an eight-speed automatic—but buyers can choose to upgrade from the standard front-wheel-drive drivetrain to all-wheel drive on all four available trims. It’s a $2,000 option.

Although the V-6 engine could use a little more than its 262 lb-ft of torque in the 4,460-pound SX AWD model, the fully loaded Telluride is still quicker to 60 mph and over the quarter mile than an entry-level Mercedes-Benz GLE 350 4Matic, which costs $10,000 more without options. What’s more, the Telluride also comfortably punches above its price point in terms of ride, refinement, and low noise levels.

And while most behemoth SUVs must sacrifice steering and handling for comfort, “It drives so much smaller than it is,” Seabaugh said. “It feels like a good two-row crossover, with crisp turn-in and feel for the segment, excellent ride quality, and great body control.” Its suspension is just a tad bouncy, but gusting crosswinds hardly fazed the Telluride when driving at 100 mph on our high-speed oval.

But it was on the gnarly, grainy, chattery, chunky surfaces on our 28-mile test loop outside Tehachapi where the big Kia really impressed the judges. Editor-in-chief Ed Loh praised its “exceptional quietness and smoothness,” and de Nysschen noted that “suspension compliance and ride comfort are its strengths.”

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A rotary controller on the center console—which also allows drivers to switch between Eco, Comfort, Sport, and Smart modes, the latter of which lets the onboard computers figure out the best combination of efficiency and response—has a Snow mode, which adjusts throttle, transmission, and traction control settings to suit low-friction surfaces. A button in the center of the controller locks the center differential for ultimate traction in challenging conditions. Driven with due regard to its 8.0 inches of ground clearance, 17.0-degree approach and 20.9-degree departure angles, and 114.2-inch wheelbase, the Telluride will comfortably cope with bad roads and worse weather.

Efficiency

Even with a standard eight-speed automatic transmission, a large three-row SUV with a 3.8-liter V-6 engine under the hood will never be a paragon of fuel efficiency. The Telluride’s EPA fuel consumption numbers—20/26/23 mpg city/highway/combined for front-wheel-drive models and 19/24/21 mpg city/highway/combined for all-wheel-drive models—are right on average for the segment.

Kia engineers have worked to control the Telluride’s overall weight, without resorting to expensive lightweight materials. The fully loaded SX AWD weighs 196 pounds more than the two-row Honda Passport Elite and 265 pounds less than the Cadillac XT6 Sport AWD 400.

Safety

All Telluride models come with an impressive complement of passive and active safety features, with technology such as active cruise control, lane keeping assist, a forward collision alert system that also recognizes pedestrians, rear cross-traffic alert, and torque vectoring by brake standard even on the base LX.

The SX comes equipped with Kia’s camera-based blind-spot monitor, which shows a high-def, wide-angle image of the appropriate side of the vehicle on the digital instrument panel when the turn signal is activated. It’s a great feature for a quick extra check when changing lanes on the freeway and invaluable in crowded cities where cyclists can suddenly materialize alongside while you’re making a right-hand turn.

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Value

The base Telluride LX has an MSRP of $32,785. For that you get 18-inch alloy wheels and a ton of equipment—ranging from niceties like air conditioning and a leather-bound steering wheel to Kia’s 8.0-inch touchscreen with Apple CarPlay and Android-compatible UVO infotainment system interface and five USB charge ports. And, as mentioned, the price includes a full suite of active safety technologies and driver assistance aids. Plus, there’s room aboard for six sprawling passengers (it’ll fit eight, in a pinch), with a 60/40 split-folding second row and a reclining third row that provides ample room for three preteen children.

Senior production editor Zach Gale noted approvingly that even the base LX model came with the same powertrain and many of the features, such as the powered second row, as the range-topping SX: “What I really like about this SUV is how much of its experience isn’t tied to the loaded trim.”

The base Kia Telluride is a terrific value as a family vehicle. But so is upgrading to the $42,585 Telluride SX. Standard equipment includes 20-inch wheels, a thunderous Harman Kardon surround sound audio system, dual sunroofs, and a 12-way adjustable driver’s seat with memory.

Add just three key options—all-wheel drive ($2,000); the towing package ($795), which adds self-leveling rear suspension; and the SX Prestige package ($2,000), which includes a head-up display, heated and ventilated second-row seats, and the soft Nappa leather trim—and it’s an impressively smooth and quiet, lavishly equipped, and beautifully finished SUV that puts even ritzy rides like the standard-wheelbase Cadillac Escalade and Lincoln Navigator on notice. All for $47,380.

Or, as Loh put it: “A handsome SUV, loaded with the goodies families want (and want to show off), for a WTF price.”

Performance of Intended Function

Smartly styled, loaded with standard equipment, roomy and pleasant to drive, and, to cap it all, an astonishingly good value, the 2020 Kia Telluride is one of the most compelling family SUVs on the market today. Performance of intended function? Nailed it.

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It just does everything right,” features editor Scott Evans said. “It’s quiet, comfortable, smooth, stylish, and affordable. What more could you ask for?”

That’s the real genius of our 2020 SUV of the Year. A great mass-market, mid-price family SUV like the Kia Telluride is a very, very hard product to execute. We’ll posit that it’s harder, in fact, than making a good luxury SUV—where the price premium afforded by the badge gives designers and engineers more spending headroom on equipment and tech that improve performance and refinement, along with perceived quality and luxury.

In an era when consumer behavior is influenced by an unremitting cycle of social media show and tell, buyers of affordable mainstream vehicles want to feel special. They want to feel they are getting a vehicle that has premium levels of style and quality, features and technology, and refinement and dynamic capability without paying a premium price. And with the Telluride, Kia’s designers and engineers have delivered an SUV that does exactly that.

2020 Kia Telluride SX V6 AWD
DRIVETRAIN LAYOUT Front-engine, AWD
ENGINE TYPE 60-deg V-6, alum block/heads
VALVETRAIN DOHC, 4 valves/cyl
DISPLACEMENT 230.6 cu in/3,778cc
COMPRESSION RATIO 13.0:1
POWER (SAE NET) 291 hp @ 6,000 rpm
TORQUE (SAE NET) 262 lb-ft @ 5,200 rpm
REDLINE 6,500 rpm
WEIGHT TO POWER 15.3 lb/hp
TRANSMISSION 8-speed automatic
AXLE/FINAL DRIVE RATIO 3.65:1/2.36:1
SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar
STEERING RATIO 15.6:1
TURNS LOCK TO LOCK 2.9
BRAKES, F; R 13.4-in vented disc; 12.0-in disc, ABS
WHEELS 7.5 x 20-in cast aluminum
TIRES 245/50R20 102V M+S Michelin Primacy Tour A/S
DIMENSIONS
WHEELBASE 114.2 in
TRACK, F/R 67.2/67.6 in
LENGTH x WIDTH x HEIGHT 196.9 x 78.3 x 68.9 in
GROUND CLEARANCE 8.0 in
APPRCH/DEPART ANGLE 17.0/20.9 deg
TURNING CIRCLE 38.8 ft
CURB WEIGHT 4,460 lb
WEIGHT DIST, F/R 56/44%
TOWING CAPACITY 5,000 lb
SEATING CAPACITY 7
HEADROOM, F/M/R 39.5/38.8/37.8 in
LEGROOM, F/M/R 41.4/42.4/31.4 in
SHOULDER ROOM, FM//R 61.6/59.9/55.3 in
CARGO VOLUME BEH F/M/R 87.0/46.0/21.0 cu ft
TEST DATA
ACCELERATION TO MPH
0-30 2.5 sec
0-40 4.0
0-50 5.3
0-60 7.2
0-70 9.3
0-80 11.4
0-90 14.4
PASSING, 45-65 MPH 3.7
QUARTER MILE 15.4 sec @ 90.5 mph
BRAKING, 60-0 MPH 126 ft
LATERAL ACCELERATION 0.76 g (avg)
MT FIGURE EIGHT 28.7 sec @ 0.62 g (avg)
TOP-GEAR REVS @ 60 MPH 1,700 rpm
CONSUMER INFO
BASE PRICE $44,585
PRICE AS TESTED $46,910
STABILITY/TRACTION CONTROL Yes/Yes
AIRBAGS 7: Dual front, front side, f/r curtain, driver knee
BASIC WARRANTY 5 years/60,000 miles
POWERTRAIN WARRANTY 10 years/100,000 miles
ROADSIDE ASSISTANCE 5 years/60,000 miles
FUEL CAPACITY 18.8 gal
EPA CITY/HWY/COMB ECON 19/24/21 mpg
ENERGY CONS, CITY/HWY 177/140 kW-hr/100 miles
CO2 EMISSIONS, COMB 0.93 lb/mile
RECOMMENDED FUEL Unleaded regular