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To separate itself from the pack—not to mention sister company Hyundai—Kia says it wants to become a design-led automaker. Kia gave itself a good start by hiring an Audi designer. No, really, that’s exactly what it did in 2006 when it lured Peter Schreyer away from the German company. We think it’s working, too, as we’re now starting to see the effects.

First to catch our eye was the new, boxy Soul that has a distinct and compelling look that’s youthful without crossing the weirdness boundary, as do some of its competitors, such as the Nissan Cube. Now there’s the Forte, which looks handsome in sedan form but positively stylish as a two-door coupe. Sitting 0.4-inch closer to the ground with a 2.4-inch lower roofline that’s not unlike that of an Audi A5, the only piece of the sedan’s sheetmetal carried over to the Koup is the hood. We particularly appreciated its sleekness from behind, where the squashed rear taillights make it stand out from the sedan. A five-door hatchback model will join the Forte lineup in 2010.

The Koup’s mechanicals, however, are nearly unchanged except that it drops the base LX trim, as well as the available EX fuel-economy model. EX Koups get a 156-hp, 2.0-liter four paired with either a four-speed automatic or a five-speed manual. We drove only SXs, which come with a 173-hp, 2.4-liter inline-four and a five-speed auto or six-speed manual, along with slightly larger front brakes, a stiffer suspension tune, 17-inch wheels, and a tilt-and-telescoping steering wheel. The SX also gets some interior upgrades, including a classy red halo that rings the speedo and the gimmicky red lights seen first on the Soul that can be set to flash to the beat of whatever’s playing on the stereo. Kia says it’s still mulling a higher-performance version. How about adapting the 210-hp, 2.0-liter turbo from the Hyundai Genesis Coupe to the front-drive Forte?
Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe

ESTIMATED BASE PRICE: EX, $16,500 / SX, $18,000

ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement: 122 cu in, 1998cc / 144 cu in, 2359cc
Power (SAE net): 156 bhp @ 6200 rpm / 173 bhp @ 6000 rpm
Torque (SAE net): 144 lb-ft @ 4300 rpm / 168 lb-ft @ 4000 rpm

TRANSMISSION: 4- or 5-speed automatic with manumatic shifting; 5- or 6-speed manual

DIMENSIONS:
Wheelbase: 104.3 in Length: 176.4 in Width: 69.5 in Height: 55.1 in
Curb weight (C/D est): 2750–2900 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3–9.1 sec
Standing ¼-mile: 16.3–17.1 sec
Top speed (governor limited): 130 mph


FUEL ECONOMY:
EPA city/highway driving: 22–25/31–34 mpg

 

 

 

Maybe it was an Oktoberfest-fueled decision, or maybe it came after a particularly trying meeting, but the volks at BMW seem to have said to themselves, “The gents at AMC really got it right in the early ’80s. Herr Bangle, make the X5 look more like a 1983 AMC Spirit, bitte, and we’ll call it the X6.”

At least when you’re driving the X6, you don’t have to look at it. And after driving the X6, it’s likely that the styling will be forgotten or, at the very least, forgiven.

It’s a prettier picture, mechanically. Despite its rhino-like 5241-pound weight, the X6 drives like a much smaller sports sedan. Steering effort is heavy and requires a deliberate hand, but the X6 responds quickly and without drama. Part of the credit goes to the xDrive all-wheel drive and a torque-vectoring system that can vary the power between each of the rear wheels to stabilize the X6—or engage in lurid power slides if you turn off the stability control. Grip from the wide Dunlop SP Sport Maxx tires registers 0.89 g on the skidpad, which will send passengers reaching for overhead grab handles that aren’t there. That the X6 achieves these numbers with a supple ride is even more remarkable considering the stiff and heavy run-flat tires on 20-inch wheels.
Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 5-door wagon

BASE PRICE (GERMANY): $83,970 (base price: $67,475)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 268 cu in, 4395cc
Power (SAE net): 400 bhp @ 5500 rpm
Torque (SAE net): 450 lb-ft @ 1800 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 115.5 in Length: 192.0 in Width: 78.1 in Height: 66.5 in Curb weight: 5241 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.1 sec
Zero to 100 mph: 13.2 sec
Zero to 130 mph: 32.5 sec
Street start, 5–60 mph: 6.0 sec
Standing ¼-mile: 13.8 sec @ 102 mph
Top speed (drag limited): 157 mph
Braking, 70–0 mph: 163 ft
Roadholding, 300-ft-dia skidpad: 0.89 g


FUEL ECONOMY:
EPA city/highway driving: 12/18 mpg
C/D observed: 15 mpg

Aimed in a straight line, the 400-hp, twin-turbocharged 4.4-liter V-8 launches the X6 to 60 mph in 5.1 seconds—a tick or two slower than the Porsche Cayenne Turbo and the Infiniti FX50. Power is delivered smoothly and massively throughout the rev range. Turbo lag is absent, and the V-8 gives no audible hint that it’s being force-fed air.

Cabin materials and interior design are lifted directly from the X6’s progenitor, the X5. The clues giving away that you’re in an X6 xDrive50i and not an X5 xDrive48i are the restricted rear view, the two-person accommodations in the back seat, the additional brawn from the turbo V-8, and the extra $10,450 missing from your bank account.

Thanks to the, um, unique styling, the rest of the world will have no doubt that you’re not in an X5. A few might even think AMC is back from the grave.