Road Test: 2014 Kia Cadenza Premium

Story and photos by John LeBlanc The all-new 2014 Cadenza is a great example of the difference between a brand’s reality and its perception. For most new car buyers, the Kia badge on the Cadenza screams mainstream — as in Chevrolet or Toyota. But in truth — and based on its styling, performance, level of technology and Kia’s stated upmarket ambitions — the large luxury sedan is a direct rival to more established models like the Acura TL and Lexus ES 350. So, after a week behind the big Korean four-door, what’s the truth? Just as the ES 350 uses a stretched version of the Toyota Camry, the Cadenza is essentially a lengthened Kia Optima. And until the full-size, rear-wheel-drive 2015 Kia K900 luxury sedan arrives later this year, the front-wheel-drive Cadenza is ostensibly the brand’s flagship sedan, and it’s priced accordingly. The base $39,280 (all prices include freight and pre-delivery inspection fees) Cadenza is $3,800 more than the topline Optima SX. While Kia has targeted the more established Japanese luxury brands, feature-for-feature, my topline $45,795 Cadenza Premium tester still won the value race. The Premium trim makes the Cadenza feel like an all-inclusive luxury resort. On top of the generously-equipped “base” model, it adds high-end safety and luxury features like adaptive cruise control and lighting, blind-spot detection, lane-departure warning, a huge sunroof, heated and vented driver’s seat, power rear curtain and much, much more as standard fare. And much of the Cadenza Premium’s standard kit can’t be found on a $45,585 Acura TL Tech and will cost you $53,845 on a comparably equipped Lexus ES 350. Much of the value of these bigger four-doors is their ability to offer a luxurious and comfortable cabin we’d normally associate with a full-size luxury car. And in that regard, the Cadenza does not feel mainstream. Compared to the Acura and Lexus, the Kia’s audio, HVAC and driver controls are more logically laid out. And every item you touch feels upscale and premium, with the Kia’s soft-touch plastics, leather and wood trim easily equal to the Acura and Lexus in overall fit and feel. A particular interior highlight is the Cadenza’s large, UVO touch-screen infotainment system. Not only is the quality of the screen graphics hi-res, the voice-activated system is one of the most responsive and easiest to use I’ve encountered. The Cadenza’s stretched wheelbase over the Optima results in more rear legroom. But it still falls a few inches short of the ES 350. Yet with 451 litres of rear trunk space, the Kia offers more room than the Acura and Lexus competition. Whereas four-cylinder engines power the smaller Optima, the Cadenza comes exclusively with a 3.3-litre six-cylinder gas engine mated to a six-speed automatic gearbox. Rated at 293 horsepower and 255 pound-feet of torque, the Kia V6 out-muscles its Japanese rivals on the spec sheet. With a curb weight of 1,575 kilograms, the Cadenza also weighs considerably less than the 1,610 kg ES 350 and 1,701 kg TL. So it’s no surprise the Kia’s zero to 100 kilometres per hour time of 6.4 seconds is 0.1 quicker than the Acura, and a substantial 1.5 seconds faster than the Lexus. Alas, with estimates of 11.2 litres per 100 km in the city and 7.4 on the highway, the more powerful Kia is also the thirstiest near-luxury sedan here (at 9.9 L/100 km city, 6.4 highway, the less powerful Lexus is the most efficient.) In use, the Cadenza’s powertrain is as smooth as the Japanese V6s. So you can check that off your list of concerns. And the Cadenza’s direct-injected V6 feels strong, right up to its 6.400 rpm redline. There are steering wheel-mounted paddle shifters, but I suspect most buyers in this class will leave the console-mounted gear selector in D, and let the quick-shifting autobox do its thing. And here’s another bit of clarity for this class of car: A comfortable ride is a priority, not out-and-out handling. In that regard, the big Kia delivers. Even with the low-profile 19-inch rubber, the Cadenza absorbs bad pavement well. Yet, the Kia’s suspension doesn’t get too floaty over large undulations like the softer Lexus does. The Cadenza’s only driving debit is an electrical steering system that is a little over-boosted and without feel. If you’re the type of buyer who’s not bothered by the badge on your luxury sedan’s grille, the new 2014 Kia Cadenza is a suddenly serious contender. Its packaging, refined driving demeanour and phalanx of standard features match or better the more expensive Acura TL and Lexus ES 350. And if you feel secure enough in your driving skills, feel free to skip all the safety features found on the topline Premium model and amp up the Kia’s value proposition even higher by opting for the under-$40k base version. The neighbours will never know the difference. Road Test: 2014 Kia Cadenza Premium Overview Kia separates itself from the mainstream sedan herd with a true, luxury brand rival Pros Thoughtful, well-designed interior; loads of standard features; powerful V6; nice balance of ride and handling Cons Steering could use more feel; rivals are more fuel-efficient Value for money Excellent What I would change The only features missing to make the Kia luxury-class champ are all-wheel-drive and a diesel engine option Type of vehicle Full-size luxury sedan Engine 3.3L DOHC V6 six-cylinder engine Power 293 hp @ 6,400 rpm; 255 lb-ft of torque @ 5,200 rpm Transmission Six-speed automatic transmission Brakes Four-wheel disc with ABS Tires P245/40R19 all-season Price base/as tested: $43,590/$43,590 Destination charge $1,995 Natural Resources Canada fuel economy (L/100 km) 11.2 city; 7.4 highway; 10.4 as-tested Standard features Panoramic sunroof; Nappa leather seats; Bi-xenon HID headlights; adaptive front lighting; adaptive smart cruise control; blind spot detection; lane departure warning system; cooled/ventilated driver seat; heated rear seats; power rear curtain; heated steering wheel; and more. Optional features None    

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