KIA K7 / Cadenza

	KIA K7 / Cadenza
	Debut: 2009 Maker: KIA Predecessor: Opirus / Amanti

Published on 16 May 2013

As early as the late 2009, the current generation K7 was introduced to the Korean market. However, its sales remained bounded there until recently, when it received a mid-life facelift. Now it goes on sale in America with the name Cadenza.

Comparing the pictures of the new and old cars, it is easy to see why Kia halted the export plan until the facelift. While they share the same general shape, the old car was far rougher in detailed design, especially around the nose and tail. In contrast, the facelifted car looks more in line with the usual high standards of Peter Schreyer designs, which blend sportiness and elegance in harmony. It might be criticized for looking too much like a BMW 5-Series up front, but it is undeniably a good looking car, one that looks more like a rear-wheel-drive premium saloon.

No, it is not. The K7 is the successor of the laughable Opirus / Amanti and the twin-sister of Hyundai Azera, therefore it is a front-wheel-drive large saloon in the same breath of Toyota Avalon, Lexus ES350, Acura TL, Nissan Maxima, Buick LaCrosse, Ford Taurus and the new Chevrolet Impala, if not the equally cheap but rear-wheel-drive Chrysler 300. With so many competitors catching sales from a shrinking market segment, it had better to be remarkable. In some areas, yes, it can stand out from the crowd. Take the powertrain for example, Hyundai group's GDI V6s are smooth, linear and adequately powerful (if not especially torquey). These include a 3.0-liter unit with 270 hp and 3.3-liter unit with 294 hp, both equipped with direct-injection, dual continuous VVT and variable intake manifolds. Forget about the "Mpg-gate", it is really frugal to run. In domestic market, the K7 is additionally offered with a 2.4 GDI four-pot engine from the smaller Optima / Sonata, which should satisfy those seeking space and grace from little money. In the America, of course, the most powerful 3.3 V6 is a must. It gives the car a competitive performance with 0-60 mph done in the low 6-second range and a top speed limited to 155 mph like German cars. The 6-speed automatic gearbox is also refined and quick enough for the task of near luxury cars.

The ride and handling are pretty good by the standard of FWD large cars. Its suspension setup is a bit firmer than the usual standard of American cars as well as its Hyundai sister. It won't glide over rough pavements as smoothly and as quietly as some – especially the homegrown Hankook tires were not up to the task, but up the pace on smoother roads and it rides beautifully, so good that you may find the wind noise from the A-pillars all the more annoying. In corners, the firm suspension brings a tidy control, with remarkably little roll. ZF-Sachs' amplitude selective dampers, a kind of 2-mode mechanical adaptive dampers, also contribute to a composed ride. Just don't confuse with a driver's car though. It is still obvious which axle drives the car when you push it closer to its limit. Besides, the overlight steering is devoid of feel.

In my opinion, the Achilles' heel of K7 should be its interior. Although the facelift tweaked it a bit, its basic design still comes from 3 years ago, when Peter Schreyer's team was still in the learning curve of interior design. It looks a little outdated and cheap now. The steering wheel, the fake wood trim and center console layout lack the quality and sophistication that you would expect these days. This is also where its cheaper underpinning revealed. Yes, the Korean car is packed with many equipment, but it is no longer as cheap as before. While it is still a more worthy buy than the aforementioned Buick, Ford or Acura, I doubt whether it could beat the better-built Toyota duo. After all, Chrysler 300 is still my choice among all the semi-luxury large cars.

Verdict: