2015 Kia Sedona

2015 Kia Sedona 2015 Kia Sedona
First Drive Review

Kia doesn’t want you to think of its new Sedona as a minivan. Sure, it was a minivan in its previous generation. But now, according to Kia, it’s a “multipurpose vehicle.” It’s interesting, this avoidance of the dreaded minivan label. Yes, the redesigned Sedona is a wee bit more bullish in the nose and slightly more brawny overall, exuding a utility persona—a “CUV-like design,” according to Kia. But those sliding rear doors say “minivan” as clearly as they did in 1984, when the Dodge Caravan and the Plymouth Voyager ushered in a new era of all-around family usefulness. Call it whatever you want, folks will know what it is—a roomy, generously equipped minivan, one which offers a wide range of features and a high level of comfort.

The new Sedona shares very little with its predecessor: The platform, sheetmetal, interior, and powertrain are new. At 201.4 inches, the minivan’s overall length has shrunk by 0.6 inch, on a wheelbase that’s stretched 1.6 inches. The Sedona’s width is unchanged, and the roof now nestles 0.8-inch closer to the pavement.

With an eye toward improving the Sedona’s narrow-offset frontal-collision performance in NHTSA crash tests, Kia cranked up the percentage of high-strength and ultra-high-strength steel, added thicker welds in strategic areas, and made increased use of industrial adhesives. The side benefit is increased torsional rigidity as well as a more cohesive structural feel on the road. In addition to structural improvements, the development team also invested time and material in sound-deadening measures, an investment that’s apparent in the cabin’s quietude.

Weights and Ponies

The third-generation Sedona avoids the pudginess of the original, but it’s no lightweight. A new powertrain has been assigned to moving this mass—new to the Sedona, that is. Replacing the previous 3.5-liter V-6, the 3.3-liter direct-injected V-6 is shared with Kia’s Sorento crossover and Cadenza sedan. At 276 horsepower, it adds 7 ponies to the program, maintains the same EPA highway rating (24 mpg) and gains 1 mpg on the city cycle (18). Like the outgoing engine, the 3.3 is mated to a six-speed automatic.

More horsepower is always welcome, but the increase is more Hello Kitty than Hellcat in the real world. Acceleration is adequate in urban traffic, but two-lane passing exposure felt a little long during our brief afternoon drive in the hills of California.

In a similar vein, the Sedona’s suspension is tuned for comfort, not for speed, and its hydraulic power steering system is both slow (3.2 turns lock-to-lock) and a little secretive. On the other hand, the Sedona delivers very well on the dynamic values important to families, providing a supple ride quality with nary a jolt and hushed interior noise levels that rival anything in the minivan/MPV class. Or for that matter, just about any class you care to name.

Safety features, standard and optional, are contemporary and comprehensive, always a key factor in the class. The new reclining middle-row First Class lounge-type seats with extendable lower-leg rests and airliner wing-type headrests lend a distinctive element to the option list. The five trim levels with base prices ranging from $26,795 to $40,595 means there’s a package for just about any budget.

The Honda Odyssey may still rule this derby, but the new Sedona, regardless of whether you call it a minivan or an MPV, figures to run closer to the front of the pack.