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U.S. VP Harris pledges to consult S. Korea over EV subsidy concerns

TOKYO/SEOUL — U.S. Vice President Kamala Harris told South Korea's prime minister on Tuesday that Washington will work to address Seoul's concerns over recently enacted electric vehicle (EV) subsidies that could disadvantage Asian automakers. The $430 billion "Inflation Reduction Act" bill enacted in August includes a host of U.S. President Joe Biden's priorities, including investments to roll back climate change and make Washington a world leader in the EV market. Among the law's provisions are requirements that EVs be assembled in North America to qualify for tax credits. The law also ends subsidies for other EV models and requires that a percentage of critical minerals used in those cars' batteries come from the United States or an American free-trade partner. Harris, visiting Japan, met with South Korea's Han Duck-soo and "underscored that she understood (Korean) concerns regarding the Act's tax incentives for electric vehicles, and they pledged to continue to consult as the law is implemented," the White House said. A senior Biden administration official said extensive conversations have already taken place within the U.S. government over how to address South Korea's concerns. "She listened very carefully and made clear our commitment to work within the U.S. government — the U.S. Trade Representative, the Treasury Department — as we look ... to help address that issue," the official said. Biden has sought to deepen business with South Korea as part of a bid to increase U.S. manufacturing jobs and build a united front against China, who he views as the country's key ideological and economic competitor. Korean officials see the new requirements as a betrayal after South Korean companies agreed to make major investments and build factories in the United States. Heavily industrialized South Korea worries the new subsidies will set back Hyundai Motor Co and its affiliate Kia Corp in the world's largest consumer market. Cars are South Korea's third-largest export. (Reporting by Trevor Hunnicutt in Tokyo, and Soo-hyang Choi and Joyce Lee in Seoul; Editing by Clarence Fernandez and Kim Coghill) Related video: This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. Government/Legal Green Plants/Manufacturing Genesis Hyundai Kia Electric South Korea

2018 Kia Stinger GT Long-term Update | Addictive power, less addictive response, fuel economy

One of the big draws of our long-term 2018 Kia Stinger GT is its twin-turbo 3.3-liter V6. With 365 horsepower and 375 pound-feet of torque hooked up to a rear-drive-based drivetrain (rear-drive is standard), it's an exciting proposition. In real life it lives up to the promise with only a few minor caveats. First the good stuff: This engine is a real ripper. It feels much, much stronger than the numbers purport. Shove the throttle down and the Kia shoves you back and doesn't let up. Your only reprieve is at redline when it shifts, then the process starts again. This sensation is accessible anywhere in the rev band, too, a benefit of peak torque arriving at just 1,300 rpm. It's an exciting and addictive feeling, and it matches the Stinger's fierce appearance. From the driver's seat, it sounds good but not great. It produces a smooth, deep growl, but it's flat. Other V6s have more of a gargle, or a howl or a shriek that provides personality. The Stinger's V6 sounds generic in contrast. Bystanders won't even get a generic growl, though, as the car is as quiet as a Camry from the outside. On the plus side, keeping the Stinger GT quiet does help it stay peaceful on commutes and road trips, but some kind of electronically adjustable exhaust would really liven up the Stinger GT's soundtrack without sacrificing refinement. In addition to some better pipes, the Stinger GT could use better throttle response. We've become accustomed to wickedly responsive turbo cars nowadays, so it's a little surprising to hop in the Stinger GT and feel a moment's pause before the revs rise and the boost hits. The slow response works the opposite way, too, with acceleration continuing for a moment after releasing the gas pedal. Sport mode helps alleviate the lag, but it never disappears entirely. Still, you can adjust to accommodate the sluggish throttle response, but the Stinger would be an altogether more confidence-inspiring car without it. Finally, when it comes to fuel economy, the Stinger GT meets expectations. The EPA rates it for 17 mpg in the city, 25 on the highway and 20 in combined driving, and almost every entry in our fuel log fits that range. There were a couple refuels that revealed numbers as low as 15 mpg, though our Green Editor John Snyder managed to break 29 mpg on a trip.

Best sport sedans for 2022 and 2023

SUVs dominate the car industry at every size and price level, but some people still prefer the looks, and more importantly, the performance and comfort, of the traditional sedan. With a lower ride height, lighter weight and generally smaller size, they often are much more fun to drive, and can even be more comfortable. Sport sedans of course lean harder on the performance side of things, and are among the best options for sheer speed and fun, thanks to those inherent characteristics. We've rounded up the ones in the segment that do the sporty dance better than any others in 2024 to give you a handy guide when you're shopping for one of your own. You'll find a wide array of cars here including gas, electric and hybrid powertrains. They'll have manual and automatic transmissions and drive the front, rear or all four wheels. Technically a few hatchbacks have slipped in, but they're close enough in look and feel that we wanted to include them. And excluding them means you might miss out on some of the best-driving options available. You wouldn't want that, would you? Alfa Romeo Giulia Why it stands out: Punchy four-cylinder; astounding power from Quadrifoglio; light and nimble character; awesome shift paddlesCould be better: Clunky infotainment; sub-par switchgear Read our Alfa Romeo Giulia review We start this list with one of the most predictable inclusions: the Alfa Romeo Giulia. Yes, it's a stereotype that the Italian sport sedan is fun to drive, but the fact is, well, it is. The Giulia comes standard with a turbocharged 2.0-liter four-cylinder making 280 horsepower, making it one of the most powerful four-cylinders in the segment. It's paired with a snappy and smooth eight-speed transmission and either rear-wheel or all-wheel drive.  The engine is lively and torquey, if a little short of revs, and the chassis feels super-light. The steering is eager and the car jumps into corners. We also highly recommend getting a version with the enormous and superb aluminum paddle shifters that make clicking through gears much more entertaining. And on the topic of the interior, it's attractive, but the various switches and knobs feels a little cheap, and the infotainment system is clunky. Of course there's also the incredible Giulia Quadrifoglio at the high end. It gets a Ferrari-derived twin-turbo 2.9-liter V6 making 505 hp, and it's rear-wheel drive only.