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Motor Trend
5 days ago
- Automotive
- Motor Trend
2025 Kia K4 GT-Line First Test Review: Average Compact Car?
Pros Features-per-dollar value Huge screens Decent trunk space Cons Laggard acceleration times Baffling climate display placement Low roof Although it still has room to improve, the turbocharged version of the K4 compact sedan looks way hotter and features an equally handsome cabin with enough modern tech to rival the best in the class—and even classes above. You also get plenty of space and an above-average driving experience with the turbo, even if the Honda Civic is better in most ways. 0:00 / 0:00 Yet that's not representative of the K4 lineup as a whole, as most trims feature the naturally aspirated engine. And that's why we're testing this non-turbo K4 GT-Line. While it's not the top model in the range (that's the Turbo GT-Line), the GT-Line is just one rung down. It features a 2.0-liter inline-four and CVT instead of a 1.6-liter turbo-four and eight-speed automatic transmission. Should Have Kept the Gas Tank The base engine carries over from the Forte, and it predictably returns similar fuel economy. Most nonturbo 2024 Fortes returned 39 mpg highway, identical to the 2025 K4. The 2.0-liter K4 gets 29 mpg in the city, but the tank size shrunk from 14.0 to 12.4 gallons. For comparison, the nonhybrid 2025 Toyota Corolla FX sedan—which also features a 2.0-liter engine, CVT, and FWD—gets 31 mpg city and 39 mpg highway. With its 13.2-gallon tank, though, the Toyota gets another 40 miles of estimated driving range. Dulled by Weight Turns out our K4 is heavier than both its predecessor and the Toyota bogey, which impacts virtually every aspect of the vehicle's performance, not just fuel economy. A 2019 Forte EX was the last 2.0-liter nonturbo version of the sedan tested by MotorTrend and it weighed just 2,885 pounds, 256 lighter than the K4. Unsurprisingly, the K4's acceleration is sluggish and, for some drivers, likely on the verge of being too slow: 0–60 mph in 9.1 seconds. The Corolla FX is quicker by a second (8.1 seconds), the Corolla XSE and old Forte by 0.9 second (8.2 seconds), and the K4 Turbo by a full 2.0 seconds (7.1 seconds). There's no launch control, and whether in Normal or Sport drive mode, the routine is the same for the swiftest takeoffs: Rev to 2,100 rpm and let go of the brake. Mass also takes a toll on turning. Whether turbo'd or not, every GT-Line comes with an independent rear suspension where lower K4 trims feature a torsion beam. The multilink arrangement helps with both normal and limit handling, but other systems—namely the K4's transmission tuning and traction control—don't like the car going too fast. Stability-control interventions in particular limited the K4's potential. Like the turbo model, this K4 has responsive but artificial-feeling steering, and ride comfort should be acceptable for most shoppers. Some noise and harshness do transmit into the cabin, however, especially at high speeds and over certain stretches of compromised pavement. A Better Binnacle? Inside, the standard BMW-like curved display houses two 12.3-inch displays, a standard one for the driver and one for touchscreen infotainment. They look great; resolution is excellent, and the screens dwarf the 7.0-inch driver display and 10.5-inch touchscreen in the top Corolla. Our only complaint is that the backup camera is letterboxed and displays only in the center of the touchscreen, but its feed is tack-sharp at least. The 5.5-inch touch-sensitive climate-control display between the two larger screens needs to move, though. It's bisected by the squircle-shaped steering wheel, and when the driver's right hand is on the wheel at 2 o'clock, the controls are completely obscured. Some redundant physical toggles on the center stack are helpful, but we'd rather be able to see the touchscreen. As it is, you have to peer around the steering wheel to see which controls to use. Generous Feature Set This trim includes GT-Line styling, remote start, automatic headlights and high-beams, and a smart trunk (which means it will pop when you stand nearby for three seconds, but it isn't fully powered). Wireless Apple CarPlay and Android Auto, a wireless phone charger, two front and two rear USB-C ports, heated front seats, and a power driver's seat are included, as well. And driver assists are plentiful. Our test vehicle had the optional $1,100 Premium package. It brings faux-leather seat trim, ventilated front seats, a sound-absorbing windshield, and eight-speaker Harman Kardon premium audio. Our car also had the $900 sunroof package. For as loaded as the K4 GT-Line comes, though, there's not much going on behind the first row. The back-seat area has just USB ports and a small cubby at the back of the center console. The trunk has even fewer frills, with nary a cubby or elastic net in sight. Regarding space for people and stuff, the K4 has much more rear legroom than the Corolla (38.0 inches vs. 34.8 inches) and greater cargo capacity (14.6 vs. 13.1). A K4 hatchback is coming, too, which should deliver even more useful space. Verdict The turbo version of the K4 was a 2025 Car of the Year finalist. With less power, though, the sedan is less compelling. It's more efficient than the K4 Turbo, but some ergonomic missteps—including a low roofline that can make it harder to get in and out of—keep it from greatness. Of course, the K4 GT-Line balances these demerits with sensational value. The as-tested price for our car was roughly $1,400 less than a similarly equipped Corolla XSE. That's a not-insignificant amount of money for budget-conscious shoppers, and it's even better when saving bucks gets you a modern car that looks good, offers decent cargo space, and is packed with modern tech and convenience features. The regular K4 may not deliver the driving thrills of the Turbo—or the class-leading Civic—but it's still a satisfying small car if you can handle life in the slow lane.
Edmunds
24-05-2025
- Automotive
- Edmunds
The 2025 BMW 540i xDrive is Probably More Car Than You Need
Our first encounter with BMW's all-new 5 Series came last year when we tested the four-cylinder-powered 530i. We came away impressed by its sub-6-second 0-60 mph time and excellent braking performance. Along with sharp styling and a significantly upgraded and luxurious interior, the new 5 Series seemed to have everything going for it ... except driver engagement. While we couldn't deny it's an excellent luxury sedan, it just wasn't a very fun one, regardless of what the test numbers said. Which left us wondering, with a turbocharged six-cylinder under the hood, would the 2025 BMW 540i xDrive provide the extra kick we needed? Only one way to find out, so we hit the track and the results were ... surprising. Power everywhere The 3.0-liter turbocharged six-cylinder in the 540i xDrive puts out 375 horsepower, a full 120 hp more than the 530i. So it's no surprise the 540i crushes its little brother in acceleration. The BMW hit 60 mph from a standstill in 4.3 seconds and breezed through the quarter mile in 12.6 seconds at 109.3 mph. For context, that's 1.4 seconds quicker than the 530i to 60 mph and 1.5 seconds quicker through the quarter mile with a trap speed that's a full 12.4 mph faster.
Motor 1
22-05-2025
- Automotive
- Motor 1
Giamaro's Quad-Turbo V-12 Is Insane: 'The King of Engines'
When our colleagues at Motor1 Italia broke the story late last year on a quad-turbocharged V-12 from a brand-new automaker, it's safe to say it caused a stir. Now, Giamaro Automobili has revealed its first two cars, the Katla and Albor, and both feature this mad, 2,100-plus-horsepower engine. We got the chance to visit Giamaro a week before its official reveal event this Thursday to see this V-12 in the metal. Here's everything we learned. Giamaro is working with Turin engineering firm Italtecnica, which it has a stake in, for the engine. The V-12 displaces 7.0 liters, and rather unusually, it uses a 120-degree bank angle, with its four turbochargers nestled in the valley between the cylinder banks. To our knowledge, no one has ever made a 120-degree V-12 before, and in fact, the only production 120-degree engines are McLaren's and Ferrari's current V-6s. But 120 degrees is one of the three possible angles for a V-12—along with 60 and 180 degrees—that allows for an even firing order, and perfect primary and secondary balance. Opening up the V-12 compared to the more common 60-degree angle made room for the hot-vee turbocharger arrangement, which helps shorten plumbing and improves throttle response. It also allows for a lower center of gravity. In theory, a 180-degree V-12, a flat-12 like Ferrari used in the Boxer and Testarossa, could have lowered the center of gravity further, but Giamaro deemed it impractically wide. The hot-vee arrangement requires intakes on the side of the engine, and it also takes up space that could be better used for other components. Giamaro also says the 120-degree bank angle helps with cooling. There's simply more room to dissipate the massive amount of heat that the exhaust system and turbos generate. Though the engineers are quick to point out that thermal management is still a massive challenge in an engine like this. Photo by: Chris Perkins / Motor1 The V-12 displaces 7.0 liters, and rather unusually, it uses a 120-degree bank angle, with its four turbochargers nestled in the valley between the cylinder banks. A clear inspiration for this quad-turbo V-12 design was the Bugatti EB110, a car that Giamaro's head engineer, Loris Bicocchi, worked on, and Giamaro founder Giacomo Commendatore is a big fan of. Like with the EB110, Giamaro's V-12 has its four turbochargers working in parallel, essentially one for every three cylinders. Once again, it's the best solution for response times. Like a bespoke racing engine, the Giamaro V-12 is entirely gear-driven—ie, no chains, no belts—and it uses a dry-sump oiling system with six scavenge pumps to ensure adequate lubrication in all scenarios. Commendatore also tells us the block is made from an aluminum alloy used in Formula 1, while the crankshaft is made from an aeronautical alloy. Some numbers. The V-12 in the Katla makes 2,128 horsepower at 9,000 RPM and 1,481 pound-feet of torque when you use the car's red key, which unlocks all the possible performance. A black key limits output to just 1,648 hp at 8,500 rpm and 1,147 pound-feet, while a white key lets the owner choose a limit between 394 and 789 hp. The Katla's upright suspension with wishbones Photo by: Chris Perkins / Motor1 Photo by: Chris Perkins / Motor1 All that is funneled to the rear wheels only via a seven-speed transaxle available as a manual or paddle shift and a mechanical limited-slip differential. It comes from CIMA, a company in Bologna that makes road and race-car gearboxes. Giamaro is also developing its own 11-speed dual-clutch for future use, though I offered to Giamaro's engineers that the engine has so much torque, they probably only need one or two gears. Giamaro and Italtecnica have put over 500 hours on the V-12 on the dyno, and the engine is also out testing in the real world in camouflaged prototypes. And I got to see it in a Kalta prototype with no bodywork. The sound and the power emanating from the thing is like nothing you've ever heard before. "[The V-12] is the king of engines," Commendatore tells Motor1 through an interpreter. "We could've gone with a 16-cylinder engine like Bugatti, but the V-12 is the engine that guarantees the perfect balance between power and visceral sensation. It's the best configuration possible." Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
The Drive
16-05-2025
- Automotive
- The Drive
This Honda S600 Turned Into a Dragster Looks Like a Hot Wheels Car
The latest car news, reviews, and features. If you're in the market for a classic to turn into a dragster, there's a good chance you'll end up with an American car in your driveway. After all, there's a huge amount of aftermarket support for enthusiasts who want to make, say, a Fox-body Ford Mustang go very fast in a straight line. But a Honda S600? That takes serious commitment and serious skills. And yet, there's a Hot Wheels-like S600 tearing up drag strips down under. The little coupe is the star of a YouTube channel called Rising Force, and it was recently showcased on Engine Swap Depot . Before you dive into the specs, it's the styling that stands out. There's a gigantic turbo poking right out of the hood, fat rear tires, and a parachute bolted to the rear end. I like that the factory headlights, grille, and bumpers are still on the car. This S600 clearly hasn't forgotten where it came from. There's not much that still carries a Honda parts number in the engine bay. Power comes from a turbocharged, 3.0-liter straight-six that's sourced from Toyota and reportedly tuned to make 1,380 horsepower. For context, the stock S600 (which was never officially sold in the United States) used a tiny, 606cc four-cylinder engine rated at 55 hp. The engine reaches the XL rear tires via a two-speed automatic transmission. Put another way, the Australian enthusiast who built this S600 multiplied the stock power output by 25, which is stunning. Running the six on methanol helps, and in one of the videos, someone tuning the car points out that the engine is running 42 psi. On a secondary level, the four-digit output also illustrates the tuning potential of Toyota's 2JZ engine, which famously powered the A80-gen Supra, among others. You can check out the S600 going flat-out in the video above, which is also a fascinating glimpse into the Australian drag-racing scene. What would Soichiro Honda think? Got tips? Send 'em to tips@
