Test Drive: 2011 Kia Sorento LX-V6

2011 Kia Sorento LX-V6. Click image to enlarge

More Kia Sorento reviews on Autos.ca Manufacturer’s web site Kia Canada

Review and photos by Haney Louka

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2011 Kia Sorento

My, how time flies.

Although the current Sorento was introduced as a 2011 model, it actually went on sale in February 2010 so it’s been with us for nearly two years. Adding to the Sorento’s perceived seniority in Kia’s line-up is the fact that the Korean automaker has overshadowed it with newer, bolder designs in the form of the Sportage and Optima, also introduced for 2011. So while it’s tough enough for a vehicle to stand out amongst its competitors, the Sorento is having a heck of a time standing out in its own showroom. But for those who take the time to give it more than a glance, a real gem awaits.

The 2011 model started at $23,995 for a front-drive LX with manual transmission, but not surprisingly the shift-it-yourself option has been discontinued for 2012 and the starting price has been bumped up to $26,595 (but it also includes reverse parking sensors). The base engine is a direct-injected 2.4-litre four-banger that’s good for 191 hp and 181 lb.-ft. of torque.

2011 Kia Sorento LX-V6. Click image to enlarge

Standard equipment on all Sorentos includes 17-inch alloys, turn signals integrated into the side mirrors, roof rails, windshield wiper de-icers, air conditioning, power windows and locks, six-speaker audio with auxiliary and USB inputs, wheel-mounted audio controls, Bluetooth connectivity, heated seats, and a trip computer. The expected safety features are on board as well, like front, side, and curtain airbags and traction/stability control. Plus there are a few pleasant surprises: hill assist and downhill brake control; and perhaps most notably for a base model is the reverse park assist.

Step up to the LX-V6 and things get a little more exciting: the price of entry is $29,195 and that nets a 3.5-litre six-pot with a stout 276 hp and 248 lb.-ft. of twist. Our tester was an LX-V6 with the $1,900 all-wheel drive package. That bump in price also includes push-button start, an auto-dimming rearview mirror, and trailer pre-wiring (with a 3,500-lb. tow max when properly equipped).

2011 Kia Sorento LX-V6. Click image to enlarge

The Sorento can be optioned all the way up over the $40K mark with goodies like a panoramic roof, ten-speaker audio, a heated steering wheel, navigation, and more. That certainly makes for a slicker ride, but a more basic spec such as that found in our tester is quite a buy.

So for a sticker in the low-$30,000 range, buyers get a powerful all-wheel drive crossover with serious cargo-hauling ability. Cargo space behind the second row measures 1,047 litres (a third row is available, but eats into that space and adds another $1,200 to the bottom line). Fold the second row down, and that number nearly doubles to 2,052 litres. Compare that to similarly priced rivals such as Chevy Equinox (872/1,803), Ford Edge (912/1,951), Honda CR-V (1,011/2,064), Mitsubishi Outlander (1,025/2,056), and RAV4 (1,015/2,074), and you’ll see that the Sorento ranks among the roomiest in the class.

It’s also among the most attractive, being one of the first models to display Kia’s current design language under chief Peter Schreyer. Angular and aggressive, it doesn’t quite have the panache of the Ford Edge (or even Kia’s own Sportage), but it is a design that is set to age well.

2011 Kia Sorento LX-V6. Click image to enlarge

Inside, Kia’s cost concessions are a bit more apparent, with hard black plastic being the name of the game. It’s functional, to be sure, but the Sorento’s cabin isn’t one of those environments that makes its occupants feel like they are in a premium space. Soft-touch plastics with a bit less of a sheen would go a long way toward changing this impression, as would doing away with the red backlighting; only a few automakers can make this work, and Kia isn’t one of them. The design itself is hard to flaw, however, with a straightforward approach to the business of getting people where they need to go. The seats are comfortable and the tasteful fabrics look like they’ll be in it for the long haul; I took the Sorento on a 550-km road trip and came out of it feeling just fine.

Tech-wise, it was nice to see the full complement of connectivity and media interfaces show up on the standard-equipment list, but these systems weren’t without their faults. First, about a minute after every startup, a very unpleasant female voice would interrupt the music and say “transfer complete”, which I think was the car’s way of telling me that it had located my Bluetooth phone. Whatever the case, it was annoying. The other issue was with the streaming audio component of the Bluetooth connection: the system was able to find the music on my BlackBerry; however, it was treated just like an auxiliary audio input connection, where the only control on the vehicle’s audio system that works is the volume. There was no way to seek between songs and there was no song/artist information on the display. The sound quality of this system is less than stellar.

These may seem like small nits to pick, particularly if you’ve never used such a system. But consumers demand such toys on new vehicles, and if so equipped, they should work as expected. Those for whom this is a real stumbling block may choose to spring for one of the EX models; such vehicles get Microsoft’s UVO voice-activated infotainment system which works wirelessly with select phones and music players, as well as iPods via cable.

2011 Kia Sorento LX-V6. Click image to enlarge

For me, though, a vehicle’s intrinsic goodness is determined by how well it moves its occupants down the road and how well it does what’s asked of it when measured against its peers, and to that end, the Sorento challenges the class leaders. The gutsy 3.5-litre is smooth and emits a satisfying growl under acceleration. Wind and road noise is kept in check. The six-speed automatic does a fine job of picking the right gear for the right occasion and reacts appropriately to changes in throttle input. While a manual mode is included in the Sorento’s slushbox, I didn’t magically feel more involved while using it. The suspension is suitably firm without being jittery.

The Sorento also makes short work of congested parking lots, where its tight turning circle is a boon. Fuel consumption is another Sorento strong suit: I averaged about 8.9 L/100 km on the highway and closer to 12 in the city; not shabby at all for a vehicle of this size. I never expected to reach the Sorento’s rated consumption of 8.2 and 11.5, so I was shocked that I actually came close.

In all, the Sorento is about as close as you can get to the value and space of a van without having to drive the “v” word. To get closer to a van’s dimensions (and a truly functional rear seat), one would need to visit their neighbourhood Ford dealer and look at a Flex, or take one of the GM Acadia/Traverse/Enclave triplets out for a spin.