Kia Sorento 2.2 Premium: A bold new signature

The flagship version of Kia’s largest sports utility makes a powerful impression.

Price: $76,990
Powertrain and economy: 2.2-litre turbocharged in-line diesel, 148kW/440Nm, 8-speed automatic, AWD, combined economy 6.1 L/100km.
Vital statistics: 4810mm long, 1695mm high, 1900mm wide, 2815mm wheelbase. Luggage space up to 821mm (with five seats in use). 20-inch alloys wheels.
We Like:  Excellent interpretation of Kia’s ‘refined boldness’ family design, very high level of standard specification, nice safe drive.
We don’t like: Rotary gear selector isn’t very involving.  

THREE hundred and thirty-three ‘pyrodrones’ simultaneously launching hundreds of fireworks in a synchronised aerial display in the skies above the South Korean city of Incheon.

Kia went big in launching its new brand logo and slogan; this recent effort established a Guinness World Record for ‘the most unmanned aerial vehicles launching fireworks simultaneously’. (Personally, I feel that almost must qualify for another record – for the most useless world record).

The new logo spells out the word Kia in an unbroken and rhythmical line that is designed to resemble a handwritten signature. It’s rather nice, certainly better than the staid outgoing format. 

Kia says the design embodies the brand’s rising ambitions – as does a new brand slogan: Movement That Inspires.

Talking of inspirational … the new fourth-generation Kia Sorento large sports utility. I feel it deserves to stand as one of South Korea’s best vehicles.

Of course it could be said you have to say that, because the latest Sorento is one of the newest vehicles to emerge from the peninsula, and all new models should be better than what were before, but this one really is very good.

Built on a revised platform, it currently configures with a 2.2-litre turbocharged diesel mated to an eight-speed double-clutch automatic transmission feeding all-wheel drive.

This year it will be joined by two hybrid versions, the more advanced featuring a new-generation 1.6-litre turbocharged electric motor-assisted drivetrain, also AWD, and with a degree of pure electric driving and plug-in replenishment.

The latter was one of eight winners in the 2020 Golden Steering Wheel Awards, delivered annually by a couple of big German media concerns and decided by an 18-strong jury.

In New Zealand, the turbodiesel version of the Sorento didn’t arrive early enough to be considered for this country’s Car of the Year Award, which is administered by the New Zealand Motoring Writers Guild. It will be on the primary consideration list for the 2021 gong, by which time the PHEV model will also be on the market. I’d suggest it has to be odds-on that the big Kia will be a contender.

Importantly, Sorento is the flagship model in a comprehensive range of SUVs now presented by Kia. It begins with the recently-landed Stonic, continues through the Seltos and Sportage - which are two of the biggest-selling SUVs on the Kiwi market - and includes the electrified Niro which is available as both a hybrid and plug-in hybrid.

All these vehicles, with perhaps the Niro the exception, are notable for their similarity of exterior design. During the week I had the Sorento, a number of my neighbours mistook it for a Seltos.

Kia describes this design language as “refined boldness”. Indeed. The new Sorento’s bodywork features sharp and sculpted lines and creases, and a new interpretation of the brand’s ‘tiger nose’ grille. And although the vehicle is just one centimetre longer than the model it replaces, it looks bigger thanks to a 35mm longer wheelbase and shorter front and rear overhangs.

At the rear, the new Sorento has vertical tail lights that wrap around the side of the body in a design inspired by the even bigger Kia Telluride, which was named the 2020 North American SUV of the Year. It can’t come to New Zealand as it is built in left-hand drive only.

The Sorento is built on Hyundai/Kia’s third-generation large SUV platform, which is based around a compact engine bay structure and shorter front and rear overhangs, and this combines with the longer wheelbase to provide improved interior space.

A full seven-seater, it boasts among the largest luggage capacities in its class – up to 187 litres with all seven seats in use which is a 32 percent increase on its predecessor, 616 litres when operating as five-seater, and more than 2000 litres with both the second and third rows folded.

That’s a substantial amount of rear cargo space, and notably that room as a five-seater can be increased to 821 litres by sliding the second row of seats forwards. Or less if that row is slid backwards to create more legroom for passengers.

It needs to be mentioned at this stage that although the Sorento is a very close relative of the Hyundai Santa Fe, to the extent of having the same powertrain and levels of comfort and safety specification, they are not fully identical.

A major difference is size. Sorento is the larger of the two, with a body that is 25mm longer and, crucially, a wheelbase that is 50mm longer. That’s no doubt the reason why the Kia’s interior load space is quite a bit more than what is published by Hyundai. I suppose it also needs to be pointed out that I have yet to drive the Santa Fe – that will happen in a couple of weeks.

Sorento’s interior design seems substantially different to that of the Santa Fe – but the content and the intent remains the same.

Kia’s ‘Supervision’ instrument cluster is fully digitised, and this allows the Deluxe and ultimate-step Premium models to convert the tachometer and speedometer into blind-spot monitors whenever their turn signal is activated – the speedo for the left side and the tacho for the right. The views back down the flanks of the vehicles come via wide-angle cameras located in their wing mirror housings.

Other technologies include rear cross traffic alert, blind-spot collision avoidance, smart cruise control with ‘stop/go’, driver attention warning, lane follow assist - which automatically steers the Sorento so it can remain in the middle of a lane - and in the top models, around view monitor.

The Premium model I drove is also the first Kia available with Remote Smart Parking Assist, which enables drivers to stand outside the vehicle and use the key fob to move it backwards and forwards into tight parking spaces. Kia says it is so it can be easier for passengers to get in and out of the vehicle in tight parking spaces, or if another driver parks too close to be able to access any of the doors.

Premium also features a shift-by-wire rotary gear selector, while the remaining Sorento models continue with a traditional gear lever. The E-Shift dial might be simple to use - featuring just Reverse, Neutral and Drive and with a push-button Park control in its centre - but I felt the lack of a gearshift removes a sense of involvement with the vehicle.

Better news a little further back on the centre console, however. There, is another rotary controller that can be used both to select four Drive modes (comfort, eco, sport and ‘smart’) and to select three terrain modes  (snow, mud and sand) which among other things  controls the vehicle’s electronic stability control as well as the distribution of torque to all four wheels.

The drive mode selector is great, particularly the Smart mode which is judges what the driver’s driving style is and selects a suitable mode all on its own. As for the Terrain mode selector – while I suppose it is nice to have it there, I doubt it would be used much. A pricey SUV with 20-inch wheels shod with 45-series tyres and a 176mm ground clearance isn’t really designed for slogging through the mud. More likely slogging through the leafy streets of our cities….

Overall, the Sorento interior impresses for being spacious, comfortable, and loaded with safety, connectivity and infotainment technology. With the top models this even includes mood lighting which emits soft ambient downlighting from beneath the dashboard to help create a lounge-like atmosphere.

It’s not perfect though. Apple Carplay and Android Auto phone integration is a little cumbersome. But overall, the interior environment is very good, and at the Premium level, very comfortable.

In recent years a strong feature of the Sorento – and the Santa Fe – has been its R-Series 2.2-litre turbodiesel. For this new-generation model the engine has been upgraded via a number of improvements including a new aluminium block which replaces a cast iron block, all of which has allowed this latest ‘Smartstream’ diesel to weigh in 38.2kg lighter than that aboard the third-generation model.

The engine is paired with Kia’s new eight-speed wet double-clutch auto, which makes efficient use of the engine’s outputs. It also feels quieter, helped no doubt by a bodyshell that boasts a four percent increase in tensile strength which has reduced body vibration. The vehicle’s suspension system, which essentially the same as before, has also been revised to reduce noise and vibration.

This helps make Sorento an impressive SUV to drive long distance. During my time with the vehicle we put in some serious kilometres through the North Island, and its sure handling feel and quiet interior made for relaxed motoring. Just what you want with a SUV of this size. The vehicle is not what I would describe as sporty, but it is cultured.

The Premium model pricing a full $13,000 less than the equivalent Hyundai Santa Fe Limited ,which carries almost identical specification, is a big difference that quite frankly adds to the Sorento’s appeal.

And adding further will be the PHEV model, which will offer 195kW of power and 350Nm of torque, and obviously much lower fuel consumption. No prices have yet been announced, but they will probably be above those of the Premium 2.2-litre model. I can’t wait.

Twin test - Kia Seltos LX, Limited Turbo: The price of power

Comparing the entry and top versions of Kia’s compact crossover provides reminder about the depth of its core talent.

Seltos LX (above) hasn’t the full suite of technology availed to the Limited Turbo (below) yet, though a little undercooked in some aspects, nonetheless presents strongly for value and competence.

Prices: LX $27,990, Limited Turbo $46,990.
Powertrains and performance: LX: 2.0-litre four cylinder petrol, 110kW at 6200rpm, 180Nm at 4500rpm, constantly variable automatic, 6.8L/100km, 157g/km CO2. Limited Turbo: 1.6-litre four cylinder turbocharged petrol, 130kW at 6000rpm, 265Nm at 1500-4500rpm, 7-speed dual clutch automatic, 7.6L/100km, 175g/km CO2.
Vital statistics: Length 4370mm, width 18000mm, height 1615mm with roof rails, wheelbase 2630mm. Cargo 468/1428 litres (LX), 433/1393 litres (Limited Turbo).
We like: Good looks, plenty of interior room, LX value for money, Turbo cheerful performance.
We don’t like: LX price point lowers safety specification, Limited Turbo transmission can get confused.

AN old saying about twins: Two unique souls united by birth.

It’s of relevance with Kia’s compact SUV, the Seltos. There’s the front-drive LX that represents as the entry choice. And, at the top of the family, there’s the all-wheel drive Limited Turbo which costs a whopping $19,000 more.

And yet both these variants of the Seltos share the same body – in fact, if you lined them up alongside each other and squinted, it would be impossible to differentiate between the two. But the two models are way different, nonetheless.

Of course this sort of thing happens all the time. Obviously all vehicle model ranges have to begin with an entry model, and they invariably top out with either a highly specified or performance-oriented version.

There are two differences with the Seltos range, though. The first is that the entry LX presents as an outstanding value package for the money even though it does lack in some important areas. The second is that the Limited Turbo offers both specification and performance – it has a different engine and transmission, different running gear and suspension, and a much higher level of standard spec.

Little wonder then that Seltos is currently New Zealand’s biggest-selling small SUV, with 1437 registrations to the end of July, well ahead of its nearest competitors Mitsubishi ASX, Hyundai Kona, Honda HR-V and Suzuki Vitara.

But in the case of the LX, in some respects you do – or should that be don’t – get what you pay for.

What you don’t get is the full suite of safety features that is otherwise standard on every other member of the Seltos range, including an LX+ model that Kia New Zealand has cleverly included which carries an $8000 price premium over the LX.

What the LX doesn’t have, which the LX+ does, includes blind spot detection, rear cross-traffic alert, front parking sensors, and electronic park brake. Not only that, but the LX’ camera-based autonomous emergency braking system (AEB) is designed to recognise cars and pedestrians only, while the rest of the Seltos range’s radar-based AEB also recognises cyclists.

Despite this, the LX has received a five-star ANCAP safety rating, although the organisation does warn that it is important consumers are aware that there are some differences in safety performance for the entry level Seltos.

“Base models of the Seltos miss out on some of the more advanced features available with the radar-fusion AEB system, and we would encourage consumers to purchase a variant which offers the advanced collision avoidance capability as this can translate to real differences on the road,” it says.

Truth be told, at this time safety features such as blind spot detection, rear-cross traffic alert and cyclist detection should be the preserve of the more expensive higher-specified vehicles, not product that retails for less than $28,000.

And despite its price, the LX still carries good specification that includes lane keep assist, ABS brakes with all the goodies, hill start assist, high beam assist, a reversing camera, tyre pressure monitor, and even a driver attention alert that judges when the person behind the wheel is losing concentration and sounds a warning.

Powering the LX is a 2.0-litre Atkinson Cycle four cylinder engine mated to an intelligent continuously variable automatic that Kia calls iVT.

Atkinson Cycle engines, which up until now we have mainly seen in hybrid vehicles, are designed for efficiency and economy rather than sheer power, and in that regard are ideal for the sort of operation that would normally be expected of a small SUV such as Seltos.

The vehicle performs well if slightly breathlessly at times when the vehicle selectable drive mode is set to Normal, but the major upside is that the average official fuel consumption is 6.8 L/100km. The drive mode also offers an Economy setting but that felt like somebody had connected a parachute to the vehicle, while a Sport setting quite markedly improves performance. So overall, it works well.

At the LX level the Seltos drives rather well, too.  It is front-driven, and the suspension comprises MacPherson struts at the front and a torsion beam axle at the rear. I found the ride to be quite firm, and the handling felt secure despite the vehicle’s 177mm ground clearance.

Being the entry Seltos, its level of specification is entry as well – albeit in a new-age way. Lighting is halogen rather than LED, all the exterior finish is black or body-coloured, and the wheels are 16-inch. Inside, the front seats are manually adjustable, the trim is cloth, the air conditioning is manual, there’s a single USB port, it’s the only Seltos with no satellite navigation as standard, and both the instrument cluster and central touch-screen are the smallest of the Seltos range.

This model also comes with a space-saver spare tyre, which ironically gives the LX the best rear cargo space of the Seltos selection. It offers 468 litres with the rear seats in use, compared to 433 litres offered by the Limited which has a full-sized spare.

Right up at the top of the Seltos range there’s the AWD Limited Turbo, which with its $46,990 price tag, is quite a different vehicle.

For starters, it carries a lot more kit. The exterior features a lot of chrome and black highlights down its beltline, and the interior includes such luxuries as heated and ventilated composite leather seats that are power adjustable, climate control air conditioning, a head-up display, and wireless phone charging.

The Limited Turbo also has an interior mood lighting system with six selectable themes and eight colours that can change at regular intervals or even pulse in sync with whatever music is being played through the audio system.

Good heavens. Fortunately the performance potential is in keeping with whatever colour-coded rock might be blasting out of the speaker system. That’s because under the bonnet is a 1.6-litre turbocharged engine. It is quite grunty, especially when the vehicle is in the Sport setting.

The engine is mated to a fast-acting seven-speed twin-clutch auto, and for improved handling potential the vehicle’s rear suspension is a multi-link setup. This Seltos also runs on 18-inch alloys shod with 235/45 R18 tyres, and it has an upgraded braking system.

What’s interesting about this model is that it is quite capable of being trundled around town in the normal way. Then if more sparkling performance is desired, then the Limited Turbo is quite capable of providing that, too.

But is it all worth the extra $19,000 that must be shelled out to purchase the Turbo model over the LX? That’s up to the buyer to decide, and the good news in that regard is that there are three other models in between for the customer to choose from.

You could say they are quintuplets – five unique souls all united by birth.

Kia Seltos, Hyundai Venue: Don’t sweat the differences

The Kia Seltos has stormed into the compact sports utility sector, but let’s not forget Hyundai has a contender in that arena as well.

HYUNDAI VENUE ELITE
Base price: $33,990 full RRP ($31,990 on test)
Powertrain: 1.6-litre petrol four, 90kW/ 151Nm, six-speed automatic, FWD, fuel economy 7.2 litres per 100km, CO2 160g/km CO2.
Vital statistics: 4040mm long, 1565mm high, 2520mm wheelbase, 17-inch alloy wheels.
We like: Strong spec, versatile cabin.
We don't like: Harsh and underwhelming drivetrain, challenging price position.

 KIA SELTOS LX
Base price: $30,990 full RRP ($26,990 on test).
Powertrain: 2.0-litre petrol, 110kW/ 180Nm, eight-step constantly variable, FWD, fuel economy 6.8 litres per 100km, CO2 157g/km.
Vital statistics: 4370mm long, 1615mm high, 2630mm wheelbase, 16-inch alloy wheels.
We like: Strong value, roomy cabin, perky performance.
We don't like: Secondary ride needs sorting, poor front seats.

WHENEVER Kia and Hyundai contest a common segment with a common kind of car you’d be brave to bet against their respective products not being related. 

Brand-specific styling inside and out surrounding core common parts (the chassis, engines, transmissions and other gear) … that’s been the recipe for years. 

Yet anyone considering the Kia Seltos and the Hyundai Venue and expecting more of the same will be in for a surprise.

Even though these cars draw from other, already-established family members, what they lack is a direct relationship. 

Here’s how it goes. Venue bases on Europe’s i20 hatch, plucking the floorpan and 1.6-litre six-speed auto transmission. Seltos? It actually has a lot more in common with the 2.0-litre Hyundai Kona than you’d ever possibly imagine.

Yet insofar as finding any direct chromosonal link? Some say you’d have better luck looking for the lost city of Atlantis. They’re not only disparate in DNA, but Hyundai asserts – quite strongly – that the Venue is not a Seltos competitor.

Who’d bet on car buyers either (A) thinking as Hyundai does or (B) giving a jot regardless? Not I.

For all the technical disassociation and regardless that there’s also a degree of price disparity – less noticeable during now discontinued launch price promotions that were shaving $2000 from Venue’s recommended retail and up to $5000 from that entry Seltos LX) – they’re still two city slick front drive petrol crossovers of similar size chasing much the same crowd. So I’d suggest cross-shopping is going to be something of a certainty.

Straight out, both brands can take a bow for delivering a pair of interesting natural urban adventuring fits. On top of this, Kia can take extra kudos for its especially aggressive pricing strategy. It is possible to consider the base Seltos not only against the most expensive Venue but even the cheapest Kona.

For sure, Venue’s Elite designation means it packs more comfort and safety features. On the active and passive safety side, Venue stands well-sorted with a SmartSense package that includes Forward Collision Avoidance, Lane Keep Assist, Driver Attention Warning, Hill Start Assist, and automatic high beams is. Seltos is also looking strong, though be aware that automated emergency braking at this level is tailored for vehicle-versus-vehicle scenarios and so lacks the pedestrian-sensing ability provisioned further up in the Seltos family and standard to the Venue.

Enough blanked switch locations to be impossible to ignore, a less creative interior, manual air con and old-school ‘key in the lock’ ignition also signal why the spending gap between a Seltos LX and next-up LX Plus is so wide. Stick at LX also asks for you to control any envy felt about the more expensive Seltos derivatives having a better, touch-activated media screen  But, hey, as much as keyless start would be nice – given its so commonplace nowadays - that’s not to say that it outright shouts out for more technology.

In fact, when you come to box-ticking what might be regarded as ‘essentials’, it really isn’t shown up to be way miserly. The most pressing imperative would be to negotiate putting in onto the dearer versions’ factory 17 inch rims. The 16-imchers the LX arrives with are fine for ride and fair for dynamics, but they just look too small for the body.

If the LX has any particular weak point, it is being cursed by pretty mediocre front seats. Anyone who appreciates the merits of good lower back support won’t be at all satisfied by the driver’s chair; it’s too soft and shapeless and not a patch on the one that goes into the other variants. In this test, too, if you had to pick which had the better driving position, Venue wins out. Hyundai just delivers a better span of  seat and steering wheel adjustment, accommodating all shapes and sizes.

Even so, Seltos through simply being a slightly larger car – appreciably so for wheelbase and overall length, a little less evidently for width and height – makes a more convincing choice if you’re carting stuff, including other people.

The cabin is simply roomier and the extra few millimetres it provisions in key areas, like rear seat lower legroom, is going help sell it. The Venue was also capable of carrying four adults in comfort, proved incredibly adept at swallowing some large, awkward objects and earned points for good storage space for bottles and paraphernalia in the centre console and doors. However,while lower leg and headroom is good, it hasn’t the same shoulder room and that might be telling with all-adult ensemble.

While the Seltos shape has a slightly more modern, appealing sharp-lined air, I really warmed to the Venue’s chiselled, upright body and stance and excellent visibility. Both cars are enhanced by a range of colour options; the two-tone, grey with green highlights and contrasting roof scheme applied to the Venue I drove also provisions with the Kia and lends a pleasing look to both. 

Out on the road, they’re similar in driving feel yet as far apart for performance as you’d imagine. Neither is what you’d call muscled, yet there’s simply no dispute about which has more zest.

It’s not that the Hyundai unit is utterly puny, yet the 20kW power and 29Nm torque that Kia’s bigger engine delivers is telling at kick-off and … erm, everywhere else. Really, though, what irks most about the Venue unit isn’t so much its more limited reactivity as its lack of refinement; it’s much more vocal and raw-edged and seems in constant dispute with the transmission. The Seltos would be better with paddle shifters to better engage with its eight-speeder, but it just operates more effectively and enthusiastically.

The dynamics are interesting. If you want something approaching youthful and sports-tinged, go straight to Seltos; it’s no outright GT, but drives with a level certainty not usual for this grade . For a more grown-up and measured feel, Venue is the place to be. It’s not vague or unduly remote, but there’s far more of an air of laidback amiability. 

Dimensional pertness and tight turning circles ensure they both work well around town and neither feels at all overawed by open road running, either, though it’s in the latter environment where the Seltos’ secondary ride seems a touch busy. It’s nothing a slight suspension retune couldn’t remedy.

Would you off-road? Venue’s provision of Sand, Snow, and Mud traction modes activated by a dial controller suggests it’s up for something, though we’d say keep it ‘lite’. Seltos has a control just like it, but turning it simply puts the transmission into a sports mode. So, yeah. There’s your answer from Kia.

Crystal ball gazing these cars’ futures is easy; consumer swing to crossovers and SUVs ensures each will find a ready audience. Venue does a reasonable job, but it lacks the Kia’s character and Kia’s value edge is much sharper. If you’re seeking to chase an ascending star, Seltos is definitely the one.