Base price: LX, $19,995; EX, $24,595
Vehicle type: front-engine, rear- or rear/4-wheel-drive; 5-door 5-passenger wagon
Interior volume, F/R (cu ft) 58/48
Cargo volume, seats up/maximum (cu ft) 31/66
Wheelbase 106.7 in
Length/width/height 179.8/73.3–74.2/68.1 in
Turning circle 36.4 ft
Curb weight 4050–4250 lb
EPA city/highway mpg 15/18–20
Fuel-tank capacity/range 21.1 gal/317 mi
Passive restraints driver and passenger front and head airbags
POWERTRAIN
3.5-liter DOHC 24-valve V-6, 192 hp; 4-sp auto
SUSPENSION
F ind, unequal-length control arms, coil springs, anti-roll bar
R rigid axle, coil springs, anti-roll bar
BRAKES
F/R vented disc/vented disc
ABS optional
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KIA SORENTO
The value pros at Kia are getting really good. With every new product that emerges from the Korean Hyundai/Kia conglomerate, the gap in quality, technology, and desirability as measured against the Japanese and American benchmarks narrows a bit more, and this new SUV closes the gap even further.
The Sorento is aimed squarely at the Jeep Grand Cherokee, Toyota Highlander, and Nissan Pathfinder. Dimensionally, the Sorento trades two to five inches in length for one to four inches in extra width relative to those trucks. As a result, seating is exceptionally roomy, especially for three abreast in the rear seat, but the maximum cargo capacity of 66 cubic feet ties the Pathfinder as one of the smallest in the class (blame the stylishly bobbed RX300-ish tail). There is no third-row seat.
The Sorento is not a replacement for the tiny Sportage ute that is sitting out for 2003. Like the Sportage, and unlike those three prime target vehicles, the Sorento’s body rides atop a separate frame, truck-style. The hardware is robust—a fully boxed frame with nine crossmembers, a coil-spring control-arm front and live-axle rear suspension, and vented discs all around—all of which suggests a high towing capacity. Alas the preliminary rating is for just 3500 pounds. We expect that to rise to at least 5000 pounds.
The 192-hp, 3.5-liter four-cam V-6 could certainly handle the added burden. Borrowed from the Sedona minivan, Kia redesigned the intake for better low-end torque. Acceleration is sprightly, thanks to relatively low gearing in the standard four-speed automatic. Fuel economy is dismal.
Rear-wheel drive is standard, and the optional four-wheeler boasts a proper low-range transfer case, a limited-slip rear differential, skid plates, tow hooks, a full-size spare, and a full 8.2 inches of ground clearance. Two transfer cases are offered: an electronically selected part-time system and a full-time, Torque-on-Demand box.
Standard luxury and safety gear on all models includes side-curtain airbags, headrests, shoulder belts and child-seat anchors for all passengers, plus seatbelt pretensioners and eight-way adjustable seats in front, along with the expected tilting steering wheel, cruise control, and power windows and locks. EX models get a sunroof, remote entry, HomeLink, and a decent radio (the LX’s six-speaker unit sounds a trifle tinny).
We think the Sorento merits the consideration of anyone looking for an attractive, comfortable, mid-size ute with good ride and handling, craftsmanlike build quality, and respectable off-road capability. The fact that it’s about $5000 less than its competition is fondant on the cake.
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