| Chassis |
|---|
| Suspension, front | Independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar |
| Suspension, rear | Independent multilink, coil springs, twin-tube dampers, stabilizer bar |
| Steering type | Electric-assist speed-proportional rack-and-pinion power steering |
| Steering ratio (x:1) | 14.5 |
| Tire brand | Nexen |
| Tire model | Classe Premiere CP671 |
| Tire type | All-season (33 psi cold front; 33 psi cold rear) |
| Tire size, front | P215/55R17 93V |
| Tire size, rear | P215/55R17 93V |
| Wheel size | 17-by-6.5 inches front and rear |
| Wheel material | Cast aluminum |
| Brakes, front | 11.8-inch one-piece ventilated cast-iron discs with single-piston sliding calipers |
| Brakes, rear | 11.2-inch one-piece solid cast-iron discs with single-piston sliding calipers |
| Test Driver Ratings & Comments |
|---|
| Acceleration comments | With traction control off, there doesn't appear to be enough torque (or there's too much grip) to get much wheelspin. The Optima is a little pokey from a stop, but once under way, it starts to feel revvy, but not as free-revving as the Sonata. Does this Kia Optima weigh that much more than the Hyundai Sonata? Feels like it. Auto upshifts in Manual mode make manual shifting a moot point here. |
| Braking comments | Good pedal push-back, so-so initial bite, but obviously better/grippier tires on the Optima over the Sonata. Similarly good fade resistance and fast cycling ABS make for undramatic and repeatable stops. |
| Handling comments | Skid pad: With stability control off, there's a remarkable balance with only a hint of understeer; steering mostly with the throttle. With stability control on, there's a similar balance, though at a much lower speed, as the throttle closes well before the understeer begins. Steering weight is appropriate for this speed, and there's a sense of building/waning grip levels through the steering wheel. Slalom: With stability control off, by the fourth cone this car begins to rotate and oversteer progressively. I had to abort several passes. I tried the "slow-in, fast-out" technique, but it was just slower. Best run came when I successfully timed the rear slide at the exit cone, but it wasn't entirely repeatable. With stability control on, the system was fighting against the propensity to rotate that the best I could manage was nearly 4 mph slower. |
