2022 Kia Carnival is a sharp-dressed van – Roadshow

Discuss: 2022 Kia Carnival is a sharp-dressed van

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2022 Kia Carnival is a reminder that minivans are actually very cool – Roadshow

This thing looks awesome.


I'm not really sure when or why the word "minivan" turned into the bellwether of all things uncool. All I know is, Kia's seven-page press release for the 2022 Carnival doesn't mention the words "van" or "minivan" once. That's lame. This thing is rad as hell.

Instead, Kia calls the Carnival a "multi-purpose vehicle" that plays in "the unoccupied space between SUV and family hauler," which is just a super-vague and meaningless way of saying "you guys, it's a minivan," but I digress. Making its debut Tuesday, the 2022 Carnival is the replacement for the outgoing Sedona van, wearing the nomenclature that Kia uses in other countries.

Kia first unveiled the Korean-spec Carnival last year and not much changes for the US version. Our Carnival -- which I'm totally pronouncing as "car-ne-vahl," by the way -- gets a new grille and wheel designs, both of which look awesome, and work well with the van's bold styling and boxy shape. Without a doubt, this is a seriously attractive vehicle -- minivan or otherwise -- and it totally leapfrogs the Chrysler Pacifica, Honda Odyssey and Toyota Sienna in terms of design. The 2022 Carnival is also the first US product to wear Kia's new logo, which you can see in the thin, full-width taillights.

That great style carries over to the interior, as well. There's a lot of familiarity here; the 2022 Carnival shares a lot of its cabin design with the Telluride and Sorento SUVs. But that's hardly a bad thing. Metal air vents accent a handsome dashboard, and the cabin really pops with the optional orange leather.

A hallmark of any minivan is its excellent functionality and the Carnival definitely doesn't disappoint. Kia notes the van's 168.2 cubic feet of passenger space and 145.1 cubic feet of cargo space behind the first row are best-in-class figures, though the removable second-row seats won't be quite as easy to ditch as the Stow-N-Go chairs in the Chrysler Pacifica. The Carnival offers seating for eight passengers, and the second-row middle seat can slide forward and backward or be converted into a table.

Fashionable and familiar.


On top of that functionality, spec it correctly and the Carnival can be downright fancy. There are optional VIP Lounge seats for the second row that have power controls, wing-out headrests and leg extensions, which look hella comfy. Naturally, these VIP chairs are heated and cooled, and I kind of feel like I should take a nap in one while someone drives me around to really get the full experience.

As for cabin tech, the Carnival comes standard with an 8-inch display with Apple CarPlay and Android Auto compatibility, but you can option a larger 12.3-inch central screen, as well as a 12.3-inch digital gauge cluster. The Carnival supports Bluetooth pairing for multiple devices and there are as many as nine USB ports available across all three rows, along with two 110-volt outlets.

Every Carnival comes standard with forward-collision avoidance, blind-spot monitoring, rear cross-traffic alert, parking sensors, lane-keeping assist, automatic high beams and a driver attention monitor. On top of that, buyers can option the Kia Drive Wise suite, which adds adaptive cruise control, a 360-degree camera and Kia's Highway Driving Assistant that combines the lane-keeping and adaptive cruise systems for easy-breezy freeway time.

Look at those chairs!


The 2022 Carnival will only be offered with one powertrain: a 3.5-liter naturally aspirated V6 and an eight-speed automatic transmission. With 290 horsepower and 262 pound-feet of torque, the Carnival is competitive within the minivan class in terms of output, and it can even tow as much as 3,500 pounds, though its EPA-estimated fuel economy ratings of 19 miles per gallon city, 26 mpg highway and 22 mpg combined aren't all that great. However, the Carnival will only be offered with front-wheel drive, giving the all-wheel-drive Chrysler Pacifica and Toyota Sienna an edge in wintry climates. Those minivans offer more efficient hybrid powertrain options, as well.

Really, the only things separating the Carnival from a midsize SUV are its sliding doors and an inch or two of ground clearance, and honestly, if that's what turns you off, you ought to rethink your priorities. With its great tech, super-spacious cabin and bangin' looks, the Carnival is a minivan that makes a cool statement. Look for it to hit Kia dealers in the coming months.

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McLaren Artura, Porsche 911 GT3 and more: Roadshow’s week in review – Roadshow

McLaren's new supercar is actually a plug-in hybrid.


Hey, you guys like fast cars? Well then come have a gander at the past week of automotive news, which saw the debut of some super-hot, super-quick metal. Of course, sports cars weren't the only big-ticket items from the week. Here's a full recap of what you might've missed this week.

Top reviews

The Nissan Kicks is one of the least expensive new cars you can buy today, but that doesn't mean it's cheap. In fact, this little hatchback is packed with so many features, it's one of the best all-around new car values available today.

Click here to read our 2021 Nissan Kicks review.

It's been almost a year since we welcomed a 2020 Hyundai Palisade into our long-term test fleet. In addition to racking up miles, the Palisade keeps racking up praise from our editors, as well.

Click here to read our 2020 Hyundai Palisade long-term update.

The refreshed BMW 5 Series can be had with a plug-in hybrid powertrain. But as reviews editor Emme Hall explains, it's not BMW's best plug-in effort.

Click here to read our 2021 BMW 530e review.

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Now playing: Watch this: The McLaren Artura is a 680 hp plug-in hybrid


Enjoy the dulcet tones of Carfection's Henry Catchpole as he walks you around the new McLaren Artura.

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The Chevy Bolt EV spawns a slightly larger variant. Here's everything you need to know about the new Bolt EUV.

Now playing: Watch this: Mitsubishi Outlander is all new for 2022


You might not think much of the Mitsubishi Outlander, but there's a lot to like about the updated 2022 model. Here's everything that's new.

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McLaren Artura is a meaner, greener supercar – Roadshow

Discuss: McLaren Artura is a meaner, greener supercar

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The new GT3 is our favorite Porsche 911 reborn – Roadshow

Discuss: The new GT3 is our favorite Porsche 911 reborn

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The new GT3 is our favorite Porsche 911 reborn – Roadshow

Discuss: The new GT3 is our favorite Porsche 911 reborn

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The McLaren Artura plug-in hybrid is a 670-hp supercar superstar – Roadshow

There's way more to the Artura than what initially meets the eye.


We're always stoked when a new McLaren hits the scene, but Tuesday's unveiling of the Artura is particularly exciting. That's because the Artura isn't just the evolution of McLaren's current skill set, it's a brand-new car from the ground up. From the chassis to the powertrain to the onboard tech and beyond, the Artura is a big step forward for McLaren's supercars.

Now playing: Watch this: The McLaren Artura is a 680 hp plug-in hybrid


New architecture and a hybrid heart

It all starts with the straightforwardly named McLaren Carbon Lightweight Architecture, or MCLA. This is the new tub that will underpin the next generation of McLaren cars, built at the company's Composites Technology Center in the UK. Made from superformed aluminum and carbon fiber, McLaren says MCLA intentionally has a functional, "shrink-wrapped" appearance, and it's stronger and safer than the company's previous monocoque tub. All told, the Artura tips the scales at 3,303 pounds when full of fluids -- about the same as a base Porsche 911 Carrera -- which is impressive considering there's a plug-in hybrid powertrain with heavy batteries onboard.

The Artura is McLaren's first series-production hybrid, following the small-batch Speedtail and the limited-run P1 from a few years back. At the heart of this plug-in setup is a new 3.0-liter twin-turbo V6 engine, known as the M630 internally, which on its own makes 577 horsepower and 431 pound-feet of torque. On top of that, there's a compact electric motor powered by a 7.4-kilowatt-hour battery, providing a supplemental 94 hp and 166 lb-ft of torque. Through the wizardry of above-my-pay-grade hybrid math, total system output for this plug-in setup is rated at 670 hp and 531 lb-ft of torque. That puts the Artura smack dab in between the 600LT and 720S in terms of power.

With numbers like that, it's no surprise the Artura's performance specs are damn good. McLaren says the Artura can accelerate from 0 to 60 mph in 3 seconds flat, from 0 to 124 mph in 8.3 seconds and from 0 to 186 mph in 21.5 seconds -- though I'm not exactly sure where you'll use that last one. The Artura's top speed is electronically limited to 205 mph, and the coupe can bring itself to a halt from 124 mph in a scant 126 feet.

Power runs through an eight-speed sequential automatic gearbox, and interestingly, there's no additional reverse gear; the Artura's electric motor handles backing-up duties. The Artura uses a rear-wheel-drive layout with an electronic locking differential, and there are Comfort, Sport and Track driving modes. Comfort will largely keep the engine off at speeds below 40 mph, but Sport and Track leave the V6 fired up at all times. A further Electric mode decouples the engine from the transmission, allowing for full-EV operation. And hey, you no longer have to push an Active button on the console to switch between the modes, either, like you do on McLaren's current cars.

The 7.4-kWh battery allows the Artura to drive under fully electric power, but not for very long. McLaren claims an EV range of just 19 miles, but that's on the notoriously optimistic European WLTP cycle; US EPA ratings are still TBD. The Artura can travel at speeds up to 81 mph on electric power alone, though doing so will obviously decrease your range. The battery can recuperate energy from the engine to charge it on the go, and McLaren says it should take about 2.5 hours to get to an 80% charge on a Level 2 plug. McLaren even provides a six-year/50,000-mile battery warranty.

While the majority of hybrids and EVs use regenerative braking to send energy back to the battery, McLaren intentionally left this out of the Artura. "There is no function to regenerate the battery through the vehicle's braking system," McLaren said in a statement. "The engine can provide sufficient charging, and this ensures feel through the brake pedal is entirely consistent."

The side sculpting looks great, and we're glad the plug is behind what would otherwise look like a fuel filler door.


Adaptive suspension and hydraulic steering

The Artura's new suspension consists of dual aluminum wishbones up front and a new upper-wishbone, lower-multilink arrangement at the rear. Adaptive dampers are found at all four corners, and the Artura has McLaren's new Proactive Damping Control tech that can scan the road ahead and adjust the suspension accordingly.

The Artura rides on a bespoke set of staggered Pirelli P-Zero tires: 235/35s on 19-inch wheels up front, 295/35s on 20-inch wheels out back. You can spring for an optional set of P-Zero Corsa tires if a lot of track driving will be in your future, and McLaren will even sell you Pirelli Sottozero winter tires for your Artura. (We love to see people driving supercars in the snow.) Regardless of the tires, you'll find carbon-ceramic brakes with aluminum calipers behind the wheels, similar to the ones McLaren already uses on the 600LT and 720S.

One of Roadshow's favorite traits of all McLarens is the perfectly weighted, wonderfully communicative steering. Happily, despite all the electronic advancements in other areas, McLaren opted to use an older, hydraulic steering setup for the Artura, meaning that great connection between car and driver should remain intact. Three cheers for that.

Nappa leather and Alcantara suede highlight the Artura's cabin.


More infotainment and driver-assistance tech

The Artura's electrified architecture allows it to have a greater number of modern driver-assistance features than other McLarens, including full-speed adaptive cruise control, road-sign recognition, lane-departure warning and automatic high beams. Over-the-air updates will allow McLaren to continually update the Artura's driver-assistance suite as more features become available, too.

Inside, the Artura will have an updated version of McLaren's infotainment system. Called MIS II, this Android-based platform is housed on an 8-inch vertical touchscreen, and has both Apple CarPlay and Android Auto functionality. It doesn't look all that different from the old Iris system in terms of graphics, but hopefully a more modern processor and better software will make this easier to use. That said, Apple/Android smartphone mirroring tech is best used on horizontally oriented screens, so it'll likely be pretty small on this display. Guess we'll have to wait and see.

This 8-inch display houses McLaren's updated MIS II infotainment system that finally has Apple CarPlay and Android Auto compatibility.


Refined inside, expressive outside

The Artura's interior looks really freakin' nice, done up with a lot of the super-high-quality materials McLaren used in the new GT and Speedtail. The standard seats are adjustable 10 ways and heated, but you can also spring for single-shell Clubsport chairs that adjust around a single H-point to get you in a comfortable but purposeful driving position.

Other bits of newness include an instrument cluster that moves with the steering wheel, and the drive modes are mounted on this movable console rather than on the center stack. Additionally, McLaren worked hard to reduce overall levels of noise, vibration and harshness inside the Artura, making the car more comfortable day to day. "Thrilling to drive, easy to live with," according to McLaren CEO Mike Flewitt.

As for the exterior design, we've saved that bit for last because it's arguably the least revolutionary thing about the Artura. McLaren design director Rob Melville says the Artura is "literally a piece of technical sculpture" and "a result of the forces around it." I love the handsome surfacing around the side air intakes. The slim taillights show a link to the GT, but the overall design is significantly more appealing. It's attractive.

Sinister, eh?


In addition to the standard Artura, three trim levels -- Performance, TechLux and Vision -- will be available. The base car has seats and interior panels covered in Alcantara suede, while the other trimlines can be had with soft Nappa leather. The Vision pack is what we're most interested in checking out, honestly, with its significantly more vibrant color options. For US-spec cars, standard equipment includes a front-axle lift, heated mirrors, parking sensors, a rear-view camera and soft-close doors. A whole mess of options are available, including a Bowers & Wilkins stereo, adaptive LED headlights and a 360-degree camera.

Pricing and availability

The first Arturas won't arrive in the US until later this year, but interested parties can place their orders now. Obviously, none of this comes cheap; the Artura starts at $225,000, putting it right between the McLaren GT and 720S. The Artura technically replaces McLaren's current Sport Series of cars, including the 570GT, 570S and 600LT, and it's priced accordingly.

The Artura sure seems impressive, but of course, it's only the beginning. Excited as I am to get a drive in this one, I can't wait to see what comes next. 

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Honda dealers want a full-size SUV and an AWD sedan, report says – Roadshow

What, not big enough for ya?


Honda has a pretty robust lineup of cars, from compact crossovers to sporty hatchbacks to a minivan and even a midsize truck. But dealers still say there's room for growth and are specifically asking for a full-size SUV and an all-wheel-drive sedan.

"As far as holes in the product lineup, [one place] where we'd like to see product is something larger than the current-generation Pilot," William Feinstein, chairman of Honda's national dealer advisory board, told Automotive News in an interview last week. "We think there's a market for that."

The Pilot is already pretty large for a midsize crossover, and it competes in a red-hot class that includes SUVs like the Hyundai Palisade, Kia Telluride, Toyota Highlander and Subaru Ascent. If Honda were to offer an SUV one size larger, it would face some seriously stiff competition from the likes of General Motors' full-size SUVs -- the Chevy Tahoe, Suburban and GMC Yukon -- in addition to products like the Ford Expedition and Nissan Armada, all of which use robust truck platforms.

Feinstein also thinks "there may be a market for some version of an all-wheel-drive sedan," according to the Automotive News report. "Certainly in the northeast and midwest," he added.

An all-wheel-drive version of the Honda Accord would make a lot of sense, especially as more and more automakers add AWD capability to their midsize sedans. The Subaru Legacy comes standard with all-wheel drive, and the Nissan Altima and Toyota Camry recently sprouted AWD variants. Right now, the closest thing Honda has to an AWD sedan is the more expensive Acura TLX.

Elsewhere in the Automotive News interview, Feinstein says dealers are happy with the redesigned Ridgeline pickup. "The issue with the Ridgeline has never been its capabilities or how it drives or its performance. People love the vehicle. It frankly just wasn't packaged well enough for a lot of people," Feinstein said. "I expect the Ridgeline to do very well."

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Audi E-Tron GT vs. Lucid Air, Tesla Model S and Porsche Taycan: Performance EVs compared – Roadshow

The E-Tron GT is the new EV hotness.


The all-electric sport sedan wars are heating up. Tesla may have been the original disruptor, but Porsche came to bat with the gorgeous Taycan and now Lucid is throwing the Air into the mix as well. The latest player in this space is Audi, with the E-Tron GT that shares a lot of its underpinnings with the aforementioned Taycan. 

For this comparison we'll discuss the Tesla Model S Long Range, Model S Plaid, Model S Plaid Plus, Porsche Taycan, Taycan with the Performance Battery Pack, Taycan 4S, Taycan 4S with the Performance Battery Pack, Taycan Turbo and Taycan Turbo S. We'll bring the top three trims of the Lucid Air on board when we talk about power, performance and price, since each is pretty distinct, and we'll leave the base Lucid Air model out as specs are not currently available. For the Audi, we'll talk about the standard GT as well as the RS E-Tron GT.

Now playing: Watch this: 2021 Lucid Air vs. Tesla Model S: EVs go head-to-head



Unfortunately, Audi hasn't released dimensions for the E-Tron GT, so we'll have to leave it out of this section. The Lucid compares nicely in size to the Porsche Taycan and Tesla Model S. It looks to be a smidge longer overall and a bit narrower, and sits in between the Porsche and the Tesla in terms of height. Lucid hasn't provided any interior dimensions either, but did say the Air has "the largest frunk of any electric car to date and incredible bilevel storage capabilities in both front and rear compartments."

Exterior dimensions

Length Width Height
Lucid Air 195.9 in 76.3 in 55.9 in
Porsche Taycan 195.4 in 77.4 in 54.3 in
Tesla Model S 195.7 in 77.3 in 56.9 in


All three of these EVs are pushing out a lot of range. Lucid was the first to break the 500-mile barrier with the Air Grand Touring, but the Model S Plaid Plus claims at least 520 miles of range. Damn. The Taycan 4S recently got a range update, and we don't yet know the estimates for the base models. That said, Porsche's numbers are a bit conservative in our testing; Roadshow's own Steven Ewing reports the Taycan can go much farther  than its EPA numbers suggest. Ewing estimates a real-world range of around 250 miles for the Taycan Turbo.

Comparing charge times can be a little difficult as manufacturers opt to describe the parameters differently. Since charging times aren't linear, it's tough to just "do the math" to make all parameters equal. Lucid says the Air can get 300 miles of range in 20 minutes of charging. The Model S gets 80% of a charge in 30 minutes, while the Audi E-Tron GT and Porsche Taycan can go from 5% to 80% capacity in 22.5 minutes.

Battery and range

Battery size Range
Audi E-Tron GT 93.4 kWh 238 miles
Audi RS E-Tron GT 93.4 kWh 232 miles
Lucid Air Touring TBD 406 miles
Lucid Air Grand Touring 113.0 kWh 517 miles
Lucid Air Dream Edition 113.0 kWh 503 miles
Porsche Taycan 79.2 kWh TBD
Porsche Taycan PBP 93.4 kWh TBD
Porsche Taycan 4S 79.2 kWh 199 miles
Porsche Taycan 4S PBP 93.4 kWh 227 miles
Porsche Taycan Turbo 93.4 kWh 201 miles
Porsche Taycan Turbo S 93.4 kWh 192 miles
Tesla Model S Long Range 100.0 kWh 412 miles
Tesla Model S Plaid 100.0 kWh 390 miles
Tesla Model S Plaid Plus 100.0 kWh 520 miles


Lucid and Tesla offer seriously quick quarter-mile times; the two should be pretty fierce if they ever get to a drag strip. It looks like the Lucid can't match the Model S from 0 to 60 mph, however, with Tesla saying the Plaid Plus can do the deed in 2 seconds (the company technically says 1.99 seconds, but whatever). Since Audi and Porsche share a battery and architecture, you'll notice some similarities between the E-Tron GT and Taycan specs.

Up until now, Lucid took top honors in a number of these categories. But never doubt Tesla's ability to excel in a numbers fight. Now, the Model S Plaid Plus offers the most power and has the quickest acceleration and the highest top speed. 


Max power Max torque 0-60 mph Top speed
Audi E-Tron GT 522 hp 472 lb-ft 3.9 sec 152 mph
Audi RS E-Tron GT 637 hp 612 lb-ft 3.1 sec 155 mph
Lucid Air Touring 620 hp TBD 3.5 sec 155 mph
Lucid Air Grand Touring 800 hp TBD 3.0 sec 168 mph
Lucid Air Dream Edition 1,080 hp TBD 2.3 sec 168 mph
Porsche Taycan 402 hp 254 lb-ft 5.1 sec 143 mph
Porsche Taycan PBP 469 hp 263 lb-ft 5.1 sec 143 mph
Porsche Taycan 4S 522 hp 472 lb-ft 3.8 sec 155 mph
Porsche Taycan 4S PBP 562 hp 479 lb-ft 3.8 sec 155 mph
Porsche Taycan Turbo 670 hp 626 lb-ft 3.0 sec 161 mph
Porsche Taycan Turbo S 750 hp 774 lb-ft 2.6 sec 161 mph
Tesla Model S Long Range 417 hp (est.) 485 lb-ft (est.) 3.7 sec 155 mph
Tesla Model S Plaid 1,020 hp N/A 2.0 sec 200 mph
Tesla Model S Plaid Plus 1,100 hp N/A 2.0 sec 200 mph


We haven't had a chance to drive the new Lucid Air, but the company claims the top trim will have Level 3 driver-assistance tech. That means the Lucid will be able to take full control when certain conditions are met. It's a hands-off system but the driver must still remain vigilant.

Tesla's Autopilot and Full-Self Driving technologies are still very much hands-on systems, despite what the names suggest. Tesla's tech may guide drivers around curves in the road, but they must keep their hands on the wheel and remain alert at all times. Porsche, meanwhile, offers its InnoDrive tech for the Taycan, which bundles adaptive cruise control with lane-keeping assist, just like the Tesla. Audi will bring a number of familiar technologies to the party, including its 12.3-inch Virtual Cockpit and MMI Touch Response infotainment system. Expect a full suite of driver-assistance tech, too.


Lucid wants $72,000 of your hard-earned dollars for the base Air -- the one we don't have any numbers for -- and the company has yet to reveal its destination charge. That number goes up, way up, for the Dream Edition, which comes in at a whopping $169,000. The Taycan starts at $81,250 including $1,350 for destination, going up to $186,350 for the Taycan Turbo S. The E-Tron GT starts just under $100,000 and goes up to $140,000 for the RS. Compared with the rest, every Model S -- including the nearly $140,000 Plaid Plus -- is quite a bargain. 


Base price Destination charge
Audi E-Tron GT Premium Plus $99,900 TBD
Audi E-Tron GT Prestige $107,100 TBD
Audi RS E-Tron GT $139,900 TBD
Lucid Air $80,000 TBD
Lucid Air Touring $95,000 TBD
Lucid Air Grand Touring $139,000 TBD
Lucid Air Dream Edition $169,000 TBD
Porsche Taycan $79,900 $1,350
Porsche Taycan PBP $85,680 $1,350
Porsche Taycan 4S $103,800 $1,350
Porsche Taycan 4S PBP $109,370 $1,350
Porsche Taycan Turbo $150,900 $1,350
Porsche Taycan Turbo S $185,000 $1,350
Tesla Model S Long Range $79,990 $1,200
Tesla Model S Plaid $119,990 $1,200
Tesla Model S Plaid Plus $139,990 $1,200

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Kia Carnival minivan name confirmed on US EPA website – Roadshow

Sedona? No, no, no. Call me Carnival.


In all fairness, we kind of already knew this was happening. Last year, reports circulated suggesting Kia would drop the Sedona name for its US-spec minivan in favor of the Carnival moniker used around the world. Now, it's pretty much official, according to a listing on the EPA's fuel economy website that Motor Trend first spotted on Thursday.

The Kia Carnival minivan is listed as a 2022 model, and has fuel economy ratings of 19 miles per gallon city, 26 mpg highway and 22 mpg combined. The EPA listing also confirms the use of a 3.5-liter V6 engine as well as an eight-speed automatic transmission. For comparison, the 2021 Sedona has an older 3.3-liter V6 and returns 18 mpg city, 24 mpg highway and 21 mpg combined.

Kia first debuted the Korean-spec Carnival minivan last summer, with sharper, more SUV-like styling. To our eyes, the van looks awesome, and we're stoked to see its arrival in the US later this year, where it'll face stiff competition from the Chrysler Pacifica, Honda Odyssey and Toyota Sienna, all of which were recently overhauled.

The switch from Sedona to Carnival makes sense to us; we prefer the latter, honestly. It also won't be the first time Kia's changed the name of a US product for an all-new version. Last year, Kia dropped the Optima name from its midsize sedan, which is now called the K5.

Kia did not immediately return our request for comment, but given that the Carnival name appears on the official US EPA website, we can't imagine this is a fluke. Look for the redesigned minivan to go on sale later this year.

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