Review: New Car Round-Robin 2012 Toyota Camry LE

Back in 1994, I bought a brand new Toyota Camry. It drove like an underpowered Mercedes with an advanced sixteen valve, four-cylinder engine. Unbelievably quiet, refined, and durable beyond compare. The Camry offered a level of quality back then that most other automakers couldn’t match at even twice the price.
This good news spread throughout the land. Within eight years, everyone in my family along with millions of other new car buyers had a Camry or a Lexus ES300 in their garage. By 2002, Toyota had made the Toyota Camry a gold standard in the American marketplace and annually decimated the rest of best selling car rankings. The Camry was dominant, price aggressive, ubiquitous, and even hated.

Hated it was first and most of all by those enthusiasts who always lust for a mainstream car that can offer more thrill. If your desires were more on the pistachio and less on the vanilla side of things, the Camry was not for you. As Jim Press, when he still was at Toyota, used to say: “We make the best vanilla there is.”
Then there was a mainstream backlash. De-contenting and quality related recall issues gave a number of competitors an opportunity to convert the Camry faithful. Not to mention those who had yet joined the Camry fold.
Toyota had already been losing the conquest of non-Toyota owners due to the outgoing generation’s staid styling and it’s near-SUV like massiveness. The recent recalls and quality issues did hurt. Since 2008 Camry sales have collapsed while Fusion, Sonata and Altima have all gained ground.
The Toyota Camry has a tough road ahead. Can this brand new 2012 Toyota Camry LE carry on a once proud tradition of outclassing the competition? Or is it simply just one of the herd? The truth is…
Toyota is no longer in a dominant position. The new Camry offers a lot of virtues that the old model could not satisfy. It still does not excite.

The exterior has become trim and handsome in a way that is eerily reminiscent of the 2002 – 2006 generation. The front offers a slightly sporting pretension very much in line with today’s combination of sharp creases and low cowls. Side profile is contemporary without being bloated. The rear has removed the bloat, and to be frank… it’s a nice mainstream design. Nobody will reject the Camry for it’s good looks.

When you get into the driver’s seat, you have all the features of a nice vehicle circa 2011. The seats have good side bolsters. Toyota’s new Entune multimedia system allows you to perform a slew of modern commands and conveniences. From getting movie tickets. To getting directions and restaurant reservations. To letting you use your cell phone in a hands off by integrating your phone’s features and contacts with those of the Entune’s wireless system. Toyota will even upgrade this system as new features become available… and the system’s ease of use is commendable. Nobody will reject the Camry for it’s multimedia features.

The interior offers many of the elements of Toyota’s better selling models. The thin stitching of the dashboard is carried forward from the Lexus CT200h while many of the controls seem to be derivative of other upscale models like the RX and Highlander. The steering wheel is nice, thick, and has a quality feel to it. To be frank, the only weaknesses in the interior are the wafer thin wood and aluminum accents. Along with the cheap plastic buttons that surround the standard sound system controls and optional Entune system. A weakness that is shared with every one of the Camry’s modern day competitors. Nobody will reject the Camry for it’s interior quality. It leads the midsized segment.
The Toyota Camry will hold the line well at $22,500 for the LE version which is $200 cheaper than the outgoing model. The 2.5 iter 4-cylinder engine offers 178 horsepower along with a class matching 28 combined mpg (26 city / 35 highway). 10 airbags, a long list of vehicle safety control systems, and an anticipated 5 star NCAP and IIHS safety rating will likely make the Camry LE a class leader. Nobody will reject the Camry based on the specs.

The handling and suspension tuning is also at the head of the pack. The outgoing model didn’t do Toyota any favors when it came to attracting buyers seeking some sport in their drive. The new model is a tour de force. There is a precision in handling, and a flatness in the cornering, that is as unexpected as it is alluring. If Toyota were the only one offering this level of performance in today’s marketplace, it would be 1994 all over again (albeit a 1994 Camry SE). Nobody will reject the Camry based on how it drives. But then again…
The Camry has a lot of competition: Altima, Fusion, Optima and Sonata, just to name a few. The Altima 2.5 and Fusion SE offer comparable specs to the Camry LE without the reputation baggage of being the car of choice for older folks.

Are they better cars? Time will tell. But even with the Camry offering better fuel economy and safety than either Ford or Nissan models, and comparable real world handling, the Fusion and Altima will continue to be perceived as more sporty and youthful than the Camry. Still, some people might reject the Camry for it’s reputation as an ‘older persons’ car. Even if the content measures up.
The Optima and Sonata have the added advantage of price and warranty. The Sonata and Optima are approximately $1800 cheaper if you look headlong into the MSRP. When you start looking at features and advantages, the deficit narrows considerably. But in this marketplace the price advantage is partially one of perception. A car that seems to be the better deal may be chosen over the better car.
Then there is the warranty. Toyota only subtly acknowledged the recent recall issues during the press event. Paying stronger attention to the vast reduction in inventory from 250,000 cars to 113,000 due to the tsunami. That is not what shrank Camry’s marketshare from 18.8 percent in 2009 to 13.8 percent today.
The reality is that a 10 year / 100,000 mile warranty offers a lot of peace of mind for folks who are looking beyond the Camry. The Hyundai/Kia models do turn off some buyers who don’t like the more aero and European look. On the other hand, the design has been a net plus with both vehicles now selling at their manufacturing capacity in a depressed market. Still, some people might reject the Camry for other cars offering a more European design and a longer warranty.
Overall, I believe the Camry LE will lose some folks who want the ‘sporty’ car along with all the usual virtues of a class leading midsized sedan (high content, safety, and reliability). It will inevitable lose sales to the Hyundai/Kia juggernaut that now offers a better warranty and a cheaper price. Who knows? It may even lose sales to the next gen Malibu? Or the Passat which offers an authentic European reputation wrapped up in an all-American design?

The Camry will not lose any sales to any of these current competitors in the one metric which matters most. Is this Camry the better car? Time will tell on the long-term measure of durability and owner satisfaction. But when you look at the overall fuel economy, safety, reliability, and comfort of the Camry, the answer will likely be an emphatic yes.
The 2012 Camry LE should inevitably overcome the baggage of the recent past. It’s a great car that doesn’t turn off most of the mainstream buyers who seek ownership contentment for the next 10+ years. It’s a bullseye…. among a midsized segment that seems to attract more bullseyes than ever.

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Review: 2012 Toyota Camry

The year: 1992. The rental car: the then-new third-generation Toyota Camry. My father was surprised how much the car drove like his Lexus LS 400, it was so smooth and quiet. While enthusiasts might deride the Camry as an appliance, it had this, and for the last two decades has served as the midsize sedan segment’s benchmark for refinement. Despite dull handling and an interior that grew cheaper with each redesign, sales increased, to the point that the Camry has been the best-selling car in the U.S. for 13 of the last 14 years.

But with competitors more stylish, more powerful, better-finished, and even poised to pass the Camry in refinement, the Camry increasingly trades on past accolades, incentives, and a reputation for reliability. Consequently, younger drivers go elsewhere, and the average buyer has hit the big 6-0. Many have bought their last car. To maintain its leadership, the Camry must improve. With the 2012 redesign, does it? (This review covers the regular Camry. The SE and Hybrid will be evaluated separately.)


Time was, Toyota entirely revised its cars every other generation. But the 2012 Camry is the third generation on a platform that dates back to the 2002 model year. Exterior dimensions are unchanged, and interior dimensions increase by only fractions of an inch. Consequently, the Camry remains considerably smaller than the Honda Accord, the Mazda6, and even the new Volkswagen Passat. But many buyers have rejected the Honda and Mazda as too large; for them the Camry was already the right size.
Toyota notes that every exterior panel is new. At first glance the midsection looks much the same, though a closer study discovers simpler surfacing. The ends of the car have changed more dramatically, giving up their Banglesque curves for boxier shapes. Neither striking nor laden with controversial flourishes, the new exterior recalls the Camrys of the 1980s and 1990s in its utterly forgettable inoffensiveness.

Criticisms of the 2007-2011 interior clearly hit home, for Toyota has upgraded the Camry’s cabin for 2012. The instrument panel top has stitching in a contrasting color molded into it (a technique also employed by Buick and Lincoln), some other surfaces are somewhat soft to the touch, the instruments have a more sophisticated appearance, and the doors feel more solid when opened and closed. Though plenty of hard plastic lingers, the thin velour seat fabrics verge on chintzy even in the XLE, and the “stitching” molded into the trim pieces flanking the lower center stack (why?) could not be less convincing, the overall effect is a substantial step in the right direction. Not class-leading, but solidly average. The hard plastics feel solid and none of the switches feels cheap. The controls are easy to reach and generally intuitive.

The seating position and perceived roominess of the Camry have changed much more than the minimally changed interior dimensions suggest. The base of the side windows and especially that of the windshield seem higher and more distant. Part of this is real, but the interior panels have also been reshaped to provide the appearance of a roomier interior, with more horizontal lines, sharper corners where the doors and instrument panel meet, and fewer intrusive curves. The seats also seem to have been repositioned. The downside: forward visibility takes a modest hit in the front row and a more sizable one in the second row.

About those front seats: they’re larger and less contoured. Better for regular patrons of Old Country Buffet, less supportive for the rest of us. In the LE, the non-adjustable lumbar support is lacking, with a small bulge high up the seatback. The power lumbar in the XLE helps, but also hits a little high. The rear seat, perhaps the segment’s roomiest a decade ago, can’t match those in the Honda and VW for limo-like legroom and sits a little low. Rear air vents are only fitted with the XLE. Trunk room is much more competitive.

With an intense focus on what car buyers are willing and unwilling to pay for, Toyota has carried over last year’s 178-horsepower 2.5-liter four-cylinder and 268-horspower 3.5-liter V6 engines. Meaning no direct injection, but the Hyundai Sonata and Kia Optima are the outliers here. Everyone else is in the same ballpark with their fours. Others’ uplevel engines kick out just a few more horses—is there an industry-wide gentleman’s agreement to limit midsize sedan buyers to 275 horsepower? Paired as before with a six-speed automatic, even the four is easily quick enough for most drivers. The manual transmission has been dropped, but the automatic is manually-shiftable in all non-Hybrid Camrys. The four’s shakiness at idle and buzziness when revved are larger issues. Winding the four out gets the job done, but is more irritating than exciting. Those seeking a smoother, much better-sounding engine should, as before, opt for the six.

Car buyers have put a higher priority on fuel economy than horsepower in recent years, and Toyota focused its efforts accordingly. Toyota cut curb weights (by 117 pounds for the four, 63 for the V6), smoothed the underbody, thinned the oil, raised the final drive ratios, fitted electric-assist power steering, and so forth to pick up a few tenths here, a few tenths there. The end result: EPA ratings of 25 city / 35 highway for the four, up from 22/32 last year, and 21/ 30 for the V6, up from 20/29. The four’s numbers are best-in-class (for now), tying the Hyundai Sonata on the highway and beating it by one in the city. Toyota claims best-in-class honors for the V6 as well, but this somehow ignores the Sonata 2.0T’s 22/34. A BMW-style instantaneous fuel economy gauge and attending row of green LEDs attempt to encourage more fuel-efficient driving, but they often swing wildly following a lag, so I found them of little help.

So far, incremental rather than game-changing improvements, but improvements nonetheless. The chassis changes are iffier. Revised suspension geometry reduces body roll and improves body control, while low-effort steering helps the car feel lighter than it is, almost agile. But the old car has a more fluid, natural feel. Steering is part of the difference. Though the old system was hardly chatty, the new, electric-assist system is light on-center and, though it weights up as the wheel is turned, provides hardly any feedback.
Then there’s ride quality. Especially for those first few feet and at low speeds, the last few generations have felt like they were gliding down the road. Well, this silky, cushy feel that has been a Camry highlight since 1992 is all but gone. Though large bumps are absorbed with more control than before, the small stuff is no longer almost entirely filtered out and the ride is more jiggly over patchy pavement. Toyota seems to have benchmarked the Ford Fusion or Honda Accord instead of the other way around. Toyota claims the new car is quieter, but my ears beg to differ. Sometimes objective measures are one thing, and the subjective experience another. The new Camry has the character of a “numbers car.”

Apparently aware that the incrementally improved, conservatively styled new car isn’t going to take the world by storm, Toyota has cut prices for every trim level save the loss-leader L, in one case by $2,000. Standard content reductions will likely offset much of the reductions; details to come. Toyota also touts the Camry’s storied reliability, pitching it as the “worry-free” choice. This remains to be seen, but with so many parts carried over, including the engines and transmission, bugs should be few and minor.

In the end, while the new interior is a definite improvement, efforts to improve fuel economy and handling, and perhaps to also cut costs, have robbed the Camry of a key distinguishing strength. If my Lexus-loving father rented the 2012 Camry, he’d notice…nothing. The new car isn’t coarse, but it’s no longer the segment benchmark for refinement. With their own redesigned midsize sedans on the way, and the Toyota and VW of years past in their crosshairs, Chevrolet and Ford will now vie for this title.

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Review: 2012 Toyota Prius

Brand extensions aren’t common in the auto industry, perhaps because they rarely (if ever) succeed. Chrysler and Oldsmobile hyperextended the LeBaron and Cutlass brands, respectively, into oblivion. But Toyota has struggled as much as anyone to sell hybrids that aren’t named Prius, so it will now attempt to sell additional models under that highly successful nameplate. First up: the Prius v (with the lowercase v for “versatile”). How far and how effectively does a second model extend the reach of the brand?

Brand extensions require finesse. If the additional model is too different than the original, then it becomes unclear what the brand stands for. But if it’s overly similar, people wonder what the point of it is, if they become aware of it at all. The naming system of the new models suggests that Toyota is more likely to err in the latter direction. The original Prius and the new Prius v will later be joined by the Prius PHV (for “Plug-in Hybrid Vehicle”) and the more compact Prius c. None of these names provides much basis for an independent identity. With a Taurus X in my driveway, I’m painfully aware of the confusion that ensues when people hear a familiar model name with a single character appended. Most alphanumerics give people two or three characters to latch onto.
Worse, many people already consider their Prius a Prius V, with the V (in this case a Roman numeral pronounced “five”) denoting the top trim level. To avoid the absurdity of a Prius v V, Prius trim levels are now spelled out. So the top trim will be the Prius v Five.

The exterior styling of the Prius v similarly errs on the side of anonymity. Every exterior panel is different, and the new model is larger in every dimension (three inches more wheelbase, six inches more overall length, three inches more height, and about an inch more width). Nevertheless, few people will mistake it for anything other than a Prius with a larger, squarer rear end. Which is essentially what it is.
It took three generations, but the Prius eventually evolved into a somewhat attractive car (at least when fitted with the Five’s 17-inch alloys). With the new Prius v, we’re back to the ungainly appearance of the first two Prii (the official plural, as decided by a public vote). Engineers likely dictated the basic shape of the car, and left its designers little latitude to pretty it up. The Prius v’s interior is similarly significantly less stylish than that of the current Prius, with none of its artful curves.

This styling (or lack thereof) suggests that the Prius v is first and foremost about function. The stylish “flying buttress” center console of the regular Prius is absent. Instead, there’s a much lower, much less intrusive center console with open compartments for iPhones, purses, and such. The hood over the centrally located instruments is narrow, so the view forward is more open. To the side, the base of the side windows is more horizontal, while to the rear a much boxier rear end enables a taller, single-piece rear window. With all of these changes the Prius v feels more open and roomier, but also less stylish and less sporty. This could very well be a response to second-generation Prius owners who dislike the more encapsulated, “starship pilot” driving position of the third-generation car. In both cars interior materials are the hard plastics typical of current Toyotas, but they appear cheaper inside the Prius v. The silver plastic trim on the doors appears dated.

Like that of the regular Prius, the Prius v’s front seat is comfortable and provides more lateral support than 99.9% of economy-minded drivers will ever need. But the rear seat disappoints. Though it includes an inch more headroom and two inches more shoulder room, there’s actually a little less legroom despite the new car’s longer wheelbase and overall length. Worse, the seat cushion is lower to the floor, less comfortably shaped, and further compromised by front seats that (unlike those in the regular Prius) don’t have enough room beneath them for the rear passenger’s feet. Add up these shortcomings, and the Prius v’s rear seat is considerably less comfortable for adults than that of the regular Prius. Toyota’s product development organization dropped the ball here.

One factor: the car’s packaging had to allow for the cramped third-row seat offered elsewhere in the world. This third row isn’t offered in the United States because it requires a more compact but also far more expensive lithium-ion battery pack (in place of the standard NiMH pack). Only one buyer in twenty has been willing to fork over about $900 for the similarly limited third row in the RAV4 compact SUV. So a $5,000+ third-row seat would clearly have few takers.

With the rear seat actually less comfortable, it falls to the Prius v’s larger cargo capacity to justify its existence. The regular Prius has 21.5 cubic feet behind the second row and 39.6 with this row folded. Thanks to its longer, boxier tail, the Prius v slightly exceeds the latter figure even without folding the second row if you slide this row forward a few inches (a feature the regular Prius does not have). The average adult will still fit in this mode, just with knees grazing the front seatbacks. Sliding the rear seat all the way back leaves 34.3 cubic feet behind it. With the seat folded, 67.3. These figures, a substantial improvement over the regular Prius, compare well to the compact SUVs Toyota names as the car’s primary target. A folding front passenger seat would make the Prius v even more versatile, but one is not offered.

The Prius v’s 134-horsepower (98 from the 1.8-liter gas engine) hybrid powertrain is unchanged from the regular Prius. A shorter final driver ratio (3.70 vs. 3.27) compensates for the larger car’s heftier curb weight (3,274 vs. 3,042 pounds), so acceleration is about the same. As in the regular Prius, the powertrain mode makes a big difference. Select “eco” and acceleration is couldn’t be more leisurely. Though accelerating very slowly feels surprisingly good in the Prius v because the powertrain in this mode is so smooth and so quiet, the drivers in your rearview mirror clearly find the experience much less relaxing. In the default mode, the powertrain feels substantially more responsive, and in “power” it feels almost quick. Work the powertrain hard, though, and it makes quite a bit more noise and has the unnatural, non-linear feel common with a CVT.
EPA ratings are much lower with the Prius v, 44/40 vs. 51/48. The differences compared to the regular Prius aren’t large—a little less slippery (the drag coefficient is 0.29 instead of 0.25), a little more frontal area, a little more weight, a shorter final drive ratio—but they apparently add up, at least within the EPA’s lab. Perhaps the Prius v wasn’t as thoroughly tweaked to gain a few tenths here and a few tenths there?

Suspension tweaks for the Prius v focused on ride quality, and the car does ride more smoothly and quietly than the regular Prius. Handling, not a Prius strongpoint to begin with, is a little less sharp but still more controlled than with the first- and second-generation Prii. Understeer and lean in hard turns are moderate. The tires rather than the suspension are very much the limiting factor. When they slide they do so progressively and without much audible fuss. Given its role as an efficient appliance, the Prius v handles well enough. Those seeking a more involving driving experience should check out the similarly functional, similarly efficient Volkswagen Jetta SportWagen TDI.
Since the Prius v shares its powertrain and many other parts beneath the skin with the regular Prius, reliability should be excellent. Prius owners participating in TrueDelta’s Car Reliability Survey have consistently reported very few repairs. Critics of the car have often stressed the danger of expensive battery pack failures, but these are hardly ever needed before 150,000 miles. A new battery pack runs about $2,500, but people have paid only a few hundred for packs out of wrecked cars with low miles.

Toyota hasn’t yet announced pricing for the Prius v, but suggests it will cost only be a little more than the regular Prius. The difference had better be $1,000 at most, for the Prius v doesn’t offer much more than the regular car. There’s significantly more cargo space, better outward visibility, and a less constricted driving position, but fuel economy takes a hit and the rear seat is surprisingly less comfortable. The Prius v doesn’t risk damaging the brand—it’s too similar to the regular Prius for this—but since the car is essentially a Prius wagon it’s hard to see why Toyota went through the trouble of developing an all-new exterior and interior. With a largely clean sheet and more inches to work with, why aren’t the exterior and interior more attractive, and why isn’t the rear seat much roomier? Unlike with the regular Prius, no one was swinging for the fences. The Prius v certainly isn’t a bad car, but it is nevertheless an opportunity squandered.

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Kia Most Improved Brand in ALG Perceived Quality Study

ALG, a company best known for predicting residual values on vehicles in its automotive lease guides, also conducts ‘Perceived Quality’ studies. And the findings of its most recent one (Spring 2011); indicated that of all automakers that sell cars and trucks in the U.S., the most improved in the mainstream category was Kia Motors.

“For Kia, the consumer quality recognition is the payoff for a recent revolution in product quality and design supported by aggressive marketing campaigns,” declared Eric Lyman; ALG’s Director of Residual Value Solutions.

Other brands that reported notable gains in perceived quality included Land Rover; largely fueled by the growing popularity of the Ranger Rover Sport and new Evoque models.

In terms of the top five automakers in the mainstream category, there were few surprises: Honda, Toyota, Ford Trucks, Subaru and Nissan were ranked in that order as delivering the best in perceived vehicle quality. In the luxury category Lexus ranked first, followed by Mercedes-Benz, BMW, Porsche and Acura.

[Source: Kia]

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Kia Produces 300,000th Vehicle at West Point, Georgia Plant

Kia Motors Manufacturing Georgia, Inc. (KMMG) celebrated production of the 300,000th vehicle today at its West Point, Georgia plant.

Mass production of the Kia Sorento CUV began at KMMG on Nov. 16, 2009, and the crossover is the Kia brand's best-selling vehicle in the U.S.

Since opening, KMMG has added two shifts and completed the hiring process for nearly 1,000 new team members, bringing the total number of jobs created at the plant to more than 3,000. The critically-acclaimed Optima midsize sedan will be added to the production line later this year, and the plant has begun a series of expansion projects to increase its annual capacity to 360,000 vehicles in 2012.

"The completion of our 300,000th vehicle in less than two years is another historic milestone for KMMG, and the success of the plant is attributable to each team members' commitment to outstanding quality," said Byung Mo Ahn, group president and CEO of Kia Motors America (KMA) and KMMG. "Now, with three full shifts of production and the upcoming addition of the Optima, our production goals will continue to be very aggressive."

Vehicle number 300,000 was a silver Sorento SX that will now be allocated to one of KMA's more than 730 dealers nationwide.

Kia Motors Manufacturing Georgia, Inc. (KMMG) is the first manufacturing site in North America for Kia Motors Corporation based in Seoul, Korea. KMMG is located on 2,200 acres in West Point, Ga. At full capacity, the plant will have the ability to build 360,000 vehicles annually from U.S. and globally-sourced parts.

[Source: Kia]

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Hyundai and Kia Boost U.S. Sales Target for 2011

Yesterday, Hyundai Motor Group said it is expecting to raise its U.S auto sales by 18.2 percent this year to 1.06 million vehicles, an improvement from a previous target of 1.01 million.

Hyundai would to sell 624,000 units and Kia with 433,000 in the U.S. Both South Korean automakers are experiencing fast growth in the U.S market with a combined share reaching 10.1 percent as of May from 7.7 percent in 2010 and 3.3 percent in 2001. The launch of the Hyundai Veloster and the Kia Rio subcompact in the U.S are to help maintain the sales momentum of both companies.

Chung Mong-Koo, charman of the Hyundai Motor Group, announced the sales increase while visiting the U.S, which may be linked to the possible construction of a second plant to meet booming demand in the world’s second- largest auto market.

[Source: kia]

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Kia Reunites Joyride Characters for 2012 Sorento Ad (w/VIDEO)

Though not as successful as their music-loving hamster counterparts, Kia’s oddball cast of life-size children's characters from last year’s Joyride commercials are back for a new advertising campaign.

Muno, Sock Monkey, MR. X, the vintage robot and teddy bear will star in two new 30-second TV spots for the 2012 Sorento CUV. As with the original campaign, "Joyride 2" was created by David&Goliath, KMA's advertising agency of choice. The first commercial begins airing today and will be followed up by the second spot next month.

"The Sorento has been Kia's best-selling vehicle in the U.S. every month since arriving in showrooms in January 2010 thanks in large part to the immense popularity of the original 'Joyride Dream' campaign," said Michael Sprague, vice president of marketing & communications, KMA.

"In just its second model year, the 2012 Sorento delivers significant performance and efficiency improvements as well as new convenience features that meet the ever-changing needs of today's consumers, and bringing back the popular 'Joyride' crew allows us to continue our momentum in a fun and entertaining way," Sprague concluded.



[Source: Kia]

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Kia Sweeps Design Awards in New Automotive Brand Contest

Kia Motors is one of the big winners at the first ever Automotive Brand Contest which was organized by the German Design Council. The judge panel declared Kia Motors the worthy winner in four categories. Three kia models were picked as winners for the exterior category, including the compact Sportage SUV, the forthcoming Rio (on sale from September 2011) and the all new Kia Optima (above). Kia was also ranked ‘Best of Best’ in the brand design category, where strategy and focus of the brand’s overall design is rated.

Peter Schreyer, Kia’s chief designer said, “We are all exceedingly proud that Kia Motors has done so well in this new competition, which is very important within the automotive industry. By changing our basic design focus, we have given our brand a face, a distinctive identity.“

[Source: Kia]

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Kia's US Sales Jump 36% in Second Quarter

Kia Motors announced its has increased its sales on the global market by 21 percent in the period between April to June. However, a much more note-worthy result was achieved by the South Korean carmaker on American soil, where the company reported an impressive 67 percent increase in profits and 36 percent in sales, due to demand for the Optima sedan and Sportage SUV.

According to Bloomberg, sales momentum in the US will slip in the third quarter, as Japanese automakers return production to normal levels after the March earthquake. “As long as the company retains the current sales volume, the impact on profits will not be that big,” said said Yim Eun Young, an analyst at Dongbu Securities. “What Kia has to look out for in the second half is the impact of the strong Korean currency.”

However, this doesn’t actually mean sales will not be as impressive, because the company announced last month that it would increase its overall targets for the year. US production of the Optima at the company’s plant in Georgia starting in September is sure to create better supply, which should translate into bottom line figures.

The sales of vehicles produced in the U.S. almost doubled in the second quarter from year earlier, according to the carmaker. Kia’s market share also rose to 3.9 percent in the first half from 3 percent a year earlier, the company said today.

The company’s global sales rose to 621,000 units in the April to June period, 21 percent more than the previous year. This was also helped by an 18 percent increase in China, where 190,000 units were delivered.

[Source: Reuters]

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Kia to Unveil V8 RWD Sports Car Concept in Frankfurt

During the past few years, Kia has completely transformed its image from a manufacturer of affordable, but rather unexceptional, cars to that of an automaker that offers a stylish and coherent range, thanks in no small part to the hiring of ex-VW Group designer Peter Schreyer. Now, however, it is moving in uncharted waters if a recent report from What Car is accurate.

According to the British magazine, the Korean automaker wants to further improve its image with a halo car that will signal the firm’s intent to make sportier vehicles. And it plans to do so by unveiling a V8-powered, rear-wheel drive sports coupe at the upcoming Frankfurt Motor Show in September.

Kia’s boss Hank Lee said that that the V8 coupe to be shown in Frankfurt is just the first of a series of concepts, as another study is being prepared for the NAIAS show in January. Both concepts will be based on Kia’s upcoming large sedan for the North American market.

One of the two concepts is rumored to spawn a production model that could make it into the market as early as 2015.

The magazine added that Kia is also mulling a smaller and more affordable sports car to rival models like the VW Scirocco, the Mazda MX-5 and Renault's Megane Coupe.

[Source: What Car] 

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