Kia Sorento 2015 Review

The third-generation Sorento may have arrived just in time. Last year Kia saw a hefty six per cent slide in its large SUV sales, meaning it desperately needed something fresh with which to compete in the still-growing SUV segment – a segment which now accounts for over 30 per cent of new car sales!

Barely recognisable from the tough, crude original that was launched back in 2002, the new Sorento picks up where the second-gen model left off, completing its more sophisticated, car-like metamorphosis.

It's still based on the second-gen's platform, but is stretched and reinforced. Now 95mm longer, with a wheelbase stretched by 80mm, the Sorento is also fractionally wider (by just 5mm) but some 15mm lower. They're dimensions that help the Sorento appear more wagon-like then before, and usefully more practical than the current Hyundai Santa Fe.

Increasing the dimensions of the car means all seven occupants benefit from more head and legroom inside. This extra space means that the big Kia SUV is a viable alternative to a people mover, especially since the third-row seats now drop, dive and slide more easily into the floor. The second-row seats also slide back and forth, and there's a generous 605-litre boot with the middle-row seats in place.

Stay in the generously proportioned cabin and you'll find the most convincing Kia interior yet. The design is cohesive and it's made up of plenty of soft-touch materials that feel pleasing to the touch. Sure, it's still a long way from the quality of an Audi, for example, with too many blanked off buttons in lower spec cars, but it's not enough to put you off.

Nor will what's lurking under the bonnet. There's the choice of two engines: the familiar 147kW/441Nm 2.2-litre R-Series turbo-diesel (that's also used in the Hyundai Santa Fe), and an all-new 216kW/341Nm 3.3-litre V6 petrol – which will also make its way into the new Kia Carnival.

For our early Euro drive we spent time with the diesel, which should average 5.7L/100km on the combined cycle when mated to a manual transmission. Other markets also have the option of less powerful diesel and petrol units, but they're both not going to make it to Oz.

The diesel's generous torque figure peaks between 1750-2750rpm, helping it make light work of hauling around the Sorento's hefty 1900kg mass. If you need to use your SUV as a tow tug, this engine is a decent choice. It can pull 2500kg (braked) with the manual transmission or 2000kg with the six-speed auto.

In Europe, the all-wheel drive system is standard on all models but a front-wheel drive petrol could head Down Under, ensuring there an attractively-priced entry-level model.

Sticking to the all-wheel drive version, the diesel is best suited to the quick-reacting six-speed auto that provides smoother, more relaxing progress.

When you're pushing on out of town on a tight and twisty country road the Sorento should be far better than the car it replaces. Engineers have worked hard to improve the way the car drives, stiffening the body by some 14 per cent.

One of the weak points of the old car was its oh-so-light steering which Kia has worked hard to improve. The new Sorento's electric steering now has the motor positioned on the steering rack, rather than the column, improving steering response and accuracy.

Meanwhile, to improve ride comfort and reduce body roll, Kia's ride/handling gurus have mounted the rear shock absorbers vertically (from the previous slanted position). They say it improves the damping action of the shock absorber while revised suspension geometry and thicker anti-roll bars reduce body roll.

So have the engineers transformed the Sorento into a Ford Territory beater?

Well, not quite... The Ford's still the one to have if you base your purchase decisions purely on driver involvement. But the Sorento is no disgrace, either, and could get even better by the time Kia Motors Australia tune the model for local conditions.

For now, the Euro-spec cars we drove were competent. Driving in teeming wet conditions – where grip was at a premium – the 18-inch wheels of the mid-grade Sorento held tenaciously, resisting the heavy nose in tighter turns.

You could also feel the on-demand all-wheel drive system valiantly shuffling torque rearwards to help maximise traction (the Sorento is front-wheel drive until it detects slip). We didn't get the chance to drive it on dirt, but if you do there's the added benefit of being able to 'lock' the centre diff for a 50:50 torque split front to rear (up to 30km/h).

On the road at highway speeds, the Sorento is in its element. With the new model using twice as much sound-proofing it is quiet and refined at 110km/h, with only a small amount of wind noise coming from its large door mirrors.

Equipment levels are yet to be confirmed for the local market [Ed: it's expected here in March or April, 2015], but expect the current Si, SLi and Platinum trims to carry over.

They'll all continue to have a decent amount of standard kit that includes plenty of new technology to the range. On the list are heated and ventilated seats, advanced cruise control, blind-spot detection, lane-departure warning and a speed-sign recognition, to name just a few.

One thing missing from the list, however, is a mobile Wi-Fi hotspot – something Ford now offers with its SYNC2 system in the Territory. Kia says the technology is on the way, but could be some years off.

Pricing of the new Sorento has not yet been announced, but at the European launch there were rumours of a "sizeable increase" across the range.

In the UK, the new Kia Sorento is expected to sell for at least five per cent more than the outgoing car. Similar rises here could potentially see the Sorento pushed away from its old rivals (Territory, Kluger, Captiva 7) and towards more premium ones, like the all-new Land Rover Discovery Sport.

If the cost of buying a Sorento does increase it would be a great shame, because the most sophisticated and talented Kia SUV ever made would again be in danger of being overlooked. And we think that's a pity.