Ford Everest vs Kia Sorento

What's the difference?

The Ford Everest has always been an impressive 4WD wagon, with useful day-to-day driveability and real off-road capability.

As standard, it has a lot going for it. It’s quiet and refined on-road, very capable off-road and it’s packed with features.

The 2.0-litre single-turbo Active is a solid entry-point into the Everest line-up and, though it lacks the polish of its higher-spec stablemates and doesn’t yield the kind of improvement in fuel economy you might have hoped for, it makes a strong case as a touring vehicle with plenty of aftermarket-build potential.

The Kia Sorento GT-Line PHEV is a sumptuously equipped seven-seater that delivers comfort, tech and an easy-going drive. It presents well on the surface, and for the right buyer (one who can make the most of its plug-in capabilities ) it could be a smart, low-emissions option for family life.

But for all its polish, it doesn’t quite do enough to justify itself as the best Sorento in the range. The electric-only driving range isn’t especially generous, and the higher price tag , combined with its lower towing capacity, may leave some families wondering whether the diesel variant is the more practical choice.

It’s not a bad car by any means, but the flagship GT-Line PHEV feels more like a stepping stone than a standout.

In terms of design, the Everest’s exterior and interior remain largely unchanged although some minor trim elements have been made darker in colour, and there are some new alloy wheel designs and exterior paint options on higher-spec variants.

Otherwise the Everest retains its chunky presence and recognisable profile. At 4914mm long (without the tow receiver installed), 2207mm wide (with its wing mirrors out), and 1876mm high, the Everest is not an insubstantial 4WD wagon but it manages to avoid being showy about it.

The cabin is a clear, well-laid out space and in design terms it errs more towards function than fashion – more about that soon.

Inside and out, the Everest is familiar in a good way and outshines many of its rivals.

The Sorento looks exactly how a modern SUV should - confident, capable, and well-proportioned without feeling bulky. It wears its size well, delivering that commanding presence families often want in a seven-seater, without coming across as too aggressive.

I especially like the 19-inch alloy wheels as they suit the vehicle’s stance perfectly. I also like the striking LED lighting signatures front and rear, which really come to life after dark.

Step inside and the cabin strikes a neat balance between tech-forward and user-friendly. You’re greeted by dual 12.3-inch widescreen displays that make a strong first impression, but thankfully Kia hasn’t gone all-digital! You still get physical buttons and dials where they matter, making everything feel intuitive and easy to navigate.

Material quality is a highlight. There’s quilted Nappa leather upholstery, soft-touch surfaces throughout, and even a luxe suede headliner. These premium touches, coupled with the panoramic sunroof, lift the ambience and it's a cabin that feels genuinely upmarket, but not at the cost of family friendly functionality.

The Active, being the entry-level Everest, has a well-laid out cabin and, as mentioned earlier, it errs more towards function than fashion.

If you’ve spent any time in an Everest cabin you’ll know.

Being the base variant the Active misses out on leather everything – though the seats are 'leather accented' – and most other things I would consider frippery are absent, but you do get all the things you actually need in a car.

Of note here is the fact the Active is a five-seater as standard but can be optioned up with seven seats; our test vehicle having the extra two-seat option.

There are plenty of storage spaces throughout the cabin (cupholders everywhere you’d expect, as well as map pockets and bottle holders in the doors) and charging points (USB-A, USB-C and 12-volt ports) and everything is easy to find, access and use.

The large portrait-style touchscreen takes pride of place upfront and can be used to control pretty much everything onboard, except your obnoxious teenagers.

All seats are comfortable, with that level of comfort – as well as space – dropping marginally as you move from the front seats to the second row and on to the less-spacious back row.

All rows have adjustable air vents. The second row has ISOFIX child-seat anchors in the two outboard seats, and three top-tether points. The third row has two top-tether points.

In terms of cargo space, with all seven seats in use, there is a claimed 259 litres. With the third row stowed away, there is 898 litres, and with the second and third row stowed away, there is a listed 1823L of room for your luggage.

Payload is 855kg in the Active and that’s the MY2026.50 Everest line-up’s biggest payload.

Space up front is generous, with excellent seat comfort thanks to wide seat bases, extendable under-thigh support and heating and ventilation. Getting in and out is easy, too, helped by wide door openings and a manageable 176mm ground clearance.

Storage throughout the cabin is thoughtful and abundant. Up front, there’s a large glovebox, a spacious centre console with a removable shelf, two cupholders, door bins with bottle holders, and a handy phone cubby beneath the dash.

The second row adds its own bottle holders and storage bins in each door, map pockets, four cupholders (including one cleverly placed on each door) and a removable floor shelf in front of the centre seat.

Even the third row isn’t forgotten, with a snack cubby and cupholder built into each wheel arch.

Tech-wise, the dual 12.3-inch displays look sharp, and the media system is intuitive and quick to respond. The instrument cluster isn’t particularly customisable, and I’m not a huge fan of the layout, but it displays the essentials clearly. You also get a head-up display, satellite navigation with over-the-air updates, and both wireless and wired Apple CarPlay and Android Auto.

Charging options are solid across all three rows, with multiple USB-C ports, a 12-volt socket in the second row and boot, and a wireless charging pad up front.

The second row offers ample legroom, though headroom is slightly reduced due to the panoramic sunroof. The lack of a transmission tunnel is a win for middle seat comfort, and the bench is wide enough to accommodate three child seats side-by-side. There are three top-tether points and ISOFIX anchors on the outboard seats.

Comfort and convenience features in the second row include heated outboard seats, device pockets, directional air vents, and the same handy storage and charging options mentioned earlier. My son especially loves the retractable sunblinds and the cupholders built into the door handles as they’re easy to reach and super practical. I am, however, disappointed that there’s no separate climate control zone for this row.

As for the third row, it’s best treated as a sometimes seat for adults. Access is more child-sized, and amenities are limited, but you do get directional air vents and a fan control, which are definitely appreciated.

Boot space is tight with all three rows in use, at just 175L, but that was still enough for the odd errand during the week. Fold the third row down and you get a much more usable 604L. Both rows fold completely flat, making it easy to slide in larger items, and the GT-Line includes a powered tailgate and a rare full-size spare wheel for extra convenience.

There are five grades in the Sorento line-up, and this week we're behind the wheel of the flagship GT-Line PHEV AWD. This is the most expensive Sorento you can buy, with a price tag of $84,660 before on-road costs — about $15,000 more than the equivalent petrol or diesel GT-Line variants.

That’s a hefty premium, but when you stack it up against other plug-in hybrid rivals, like the (albeit-premium) Volvo XC90 Ultra Recharge which starts at $124,466 or the BMW X5 xDrive50e with its $125,885 MSRP price tag, the Sorento PHEV starts to look like a more affordable entry point to electrified family motoring.

As the range-topper, the GT-Line doesn’t skimp on equipment. You get all the luxury touches like, heated and ventilated power front seats with memory functionality, heated rear outboard seats, a heated steering wheel, wireless Apple CarPlay and Android Auto, a panoramic sunroof, six USB-C ports and two 12-volt sockets, and a 12-speaker premium Bose sound system.

It also features quilted Nappa leather upholstery, customisable ambient lighting, dual 12.3-inch displays for multimedia and instrumentation, digital radio, Bluetooth connectivity and Kia’s clever Passenger Talk function, which lets the driver’s voice reach the third row through the speakers (a feature many parents will quietly cheer for).

There’s no shortage of thoughtful family focused features either, including rear window shades for the second row, a powered tailgate (operable via the driver’s seat or key fob), remote smart parking assist, one-touch sliding second-row seats, a third row that folds flat, and dedicated fan control in the rear.

The biggest question, though, is whether all of this plus the new plug-in hybrid powertrain is enough to justify the price jump.

The big news here is that the single-turbo has replaced the twin-turbo and power and torque figures are down as a result.

The new engine – developed to improve fuel economy – produces 125kW at 3500rpm and 405Nm at 1750-2500rpm, compared to the 154kW and 500Nm that the outgoing Ford 'Bi-Turbo' engine produces.

There’s no discernible difference in the two engines in general daily driving, although there is some lag under foot with initial acceleration.

The 10-speed automatic transmission is now standard across the Everest range.

The Active’s 4WD system offers 2WD, 4WD high-range, and 4WD low-range – it does not have '4Auto', which means you can’t drive this vehicle in 4WD on high-traction surfaces, as you can in some higher-spec variants.

Selectable Drive Modes – including Normal, Eco, Tow / Haul, Slippery, Mud / Ruts, and Sand – all adjust engine outputs, throttle, transmission, braking, traction and stability controls to best suit the driving conditions.

The Active misses out on the Rock/Crawl drive mode that the higher-grade Tremor V6 gets, but it does have a rear diff lock.

Powering this GT-Line variant is a plug-in hybrid system that pairs a 1.6-litre turbocharged four-cylinder petrol engine with a small electric motor and battery. Combined, the system delivers up to 195kW of power and 350Nm of torque, which is plenty to get this sizeable SUV moving with confidence.

It’s a part-time all-wheel-drive set-up with a lock mode for extra traction when needed, and it’s paired with a smooth-shifting six-speed automatic transmission.

Around town and on the highway, the power delivery feels seamless and refined, with the electric motor doing a nice job of smoothing out stop-start driving.

One key trade-off, however, is towing capacity. While the diesel Sorento can tow up to 2000kg braked, the PHEV’s figure drops to just 1010kg. That’s a significant reduction and could be a deal-breaker for families who regularly tow a camper, trailer or boat.

Official fuel consumption for the combined (urban/extra-urban) cycle is 7.1L/100km and our fuel consumption on this test was 8.9L/100km.

The Everest has an 80-litre fuel tank so, going by those figures, you could reasonably expect a driving range of about 900km out of a full tank.

Worth noting this Everest will need an AdBlue top-up (18.5-litre tank) every few thousand kilometres.

The Sorento GT-Line PHEV offers a WLTP-rated electric-only driving range of up to 57km - not huge, but enough to cover most daily commutes or school runs without dipping into the petrol tank.

When driven as intended and regularly charged, it’s capable of a combined fuel consumption figure as low as 1.6L/100km and this is paired with a 67-litre fuel tank. That means you could go a seriously long time between fill-ups if you’re topping up the battery daily.

In my week of testing, which included a mix of highway stints and urban errands, the trip computer reported an average of 7.2L/100km.

That’s well above the official figure, but still pretty reasonable considering the type of driving I was doing.

Charging is simple enough. The Sorento uses a Type 2 charging port, and on a standard 3.3kW AC charger, the 14kWh battery can be charged from 15 to 95 per cent in about three hours and 26 minutes.

Kia includes a portable AC charger with this grade, which is a handy bonus for charging at home or on the go.

The Everest hasn't lost a step on road. It’s still very refined and very comfortable.

It is a large 4WD wagon, but never feels too cumbersome to manoeuvre, mostly due to its well-weighted steering.

The front seats are manually adjustable, as is the reach- and rake-adjustable steering wheel, so as a driver you can precisely dial-in your preferred position.

Though the engine loses out on some power and torque, you don't notice that during general driving, although there is a bit of lag under the right foot from pressure down to take off, but it's merely noticeable at times, not terrible.

Otherwise, this single-turbo engine is as capable as its twin-turbo predecessor of delivering smooth and sustained power and torque at low and high speeds.

Good news is the 10-speed auto works well here. And in even more good news the Active gets a proper auto shifter not Ford's 'e-Shifter', which is kind of an overgrown toggle switch.

As mentioned, the Everest offers a smooth and refined drive for myriad reasons, other than the engine and auto.

The suspension set-up, including coil springs all-round, helps smooth out road- or track-surface bumps, resulting in sure-footed ride and handling.

And well managed NVH (noise, vibration, harshness) levels mean it’s quiet in the cabin, with the intrusion of few noises other than low-level wind-rush around the sizeable wing mirrors.

There is one crucial difference between the Everest Active and some higher-spec variants. This base-spec vehicle misses out on 4Auto, which allows vehicles equipped with it to be driven in what is essentially 4H even on sealed surfaces without any risk of transmission wind-up. And that affords vehicle occupants a little more safety and security in, for example, the rain when the road or track surface may be slippery.

As for 4WDing, well… the Everest has always had ample potential as an off-road touring platform and, in Active spec, it loses none of the range’s efficacy on rough terrain, but does away with some of the frills and keeps the functionality.

The Everest has always been an impressive off-roader, whether it's been powered by a 2.0-litre twin-turbo or a V6 – and this 2.0-litre single-turbo engine is perfectly adequate. It gives you the ability to truck along through light to moderate off-roading and even on the fringe of more difficult 4WDing.

There is plenty of low-down torque on tap here, and the driver-assist tech and 4WD mechanicals are an effective combination.

The Active’s off-road- and touring-related drive modes – including Tow/Haul and Slippery – tweak throttle response, transmission, and traction controls to match the task and the prevailing driving conditions. It has a locking rear differential for when the terrain requires it.

The Everest has a listed length of 4914mm (with a 2900mm wheelbase), a width of 2015mm, and a height of 1876mm. It has a turning circle of 11.8m and an official kerb weight is 2245kg.

So, while it feels highly manoeuvrable, even on narrow overgrown tracks, it still requires the driver’s full and sustained attention.

Approach angle is 30.4 degrees, departure angle is 25.3 degrees, and ramp break-over is 22.2 degrees. The Everest has a long wheelbase so its undercarriage is vulnerable to hitting the ground on more severe terrain, so to avoid belly-scraping and sidestep run-ins with rocks, tree stumps or exposed tree roots, keep that in mind. Ford has put solid steel underbody protection on all 4×4 variants, so the vehicle is able to cop a knock or two.

The standard Active gets bush-suitable 18-inch alloys and all-season tyres, although 18-inchers on Goodyear Wrangler Territory (255/65R18) all-terrain tyres are an option, as per our test vehicle.

Off-road angles could be boosted with a mild lift and, while the tyres are good enough, you could always opt for more aggressive light-truck construction all-terrains with gnarlier tread and shoulder block bite.

The Everest is rated to tow a 750kg unbraked trailer, and 3500kg braked. Gross vehicle mass (GVM) is 3100kg and GCM (gross combined mass) is 6250kg.

The Sorento PHEV hits most of the right notes when it comes to power delivery and gear shifts. Occasionally, there's a slight hesitation between whether the engine or electric motor should take the lead - like a dance partner who’s just a touch out of step. It’s noticeable, but not disruptive.

Most of the time, the transition between power sources is smooth, and there’s more than enough grunt for overtaking or merging confidently.

The suspension has a springy, soft edge to it and you’ll feel some movement over bumps but it’s never harsh or uncomfortable. It corners surprisingly well for a large SUV, with responsive, albeit lighter, steering. Body roll is present if you push into tight bends, but that's par for the course in a seven-seater.

Regenerative braking is subtle, almost too subtle. There’s not much feedback, and it can feel a bit heavy underfoot in stop-start traffic. It’s not a deal-breaker, but worth noting if you’re expecting the more pronounced regen feel you get in some other hybrids or EVs.

The cabin remains quiet at both urban and highway speeds, making it easy to hold a conversation across all three rows. Visibility is generally good, though the thicker pillars take a little getting used to. The digital rearview mirror is a great touch when the back seats are loaded with people or gear.

Parking is refreshingly simple thanks to a crisp 360-degree camera and front and rear sensors. One of my favourite features is the remote smart parking, which lets you move the car forwards or backwards via the keyfob, a lifesaver in tight parking spots. Just don’t teach your eight-year-old how to use it ...

The Sorento PHEV shares its five-star ANCAP safety rating with the rest of the Sorento range, based on testing conducted in 2020. It comes with seven airbags, although it’s worth noting that the curtain airbags don’t extend to the third row, which is a disappointing oversight in a family focused seven-seater.

That said, the GT-Line PHEV still brings a solid suite of safety tech. A standout is the blind-spot view monitor, which displays a live video feed of your blind spots in the instrument panel whenever you indicate and it’s one of those features you quickly grow to rely on! There’s also emergency call functionality, a digital rear-view mirror, and safe exit assist to help avoid incidents with passing traffic when opening doors.

A welcome update is those notorious Kia speed limit beeps and alerts can now be easily silenced via the steering wheel. It’s a small thing, but it makes a big difference to the overall driving experience.

Standard safety features include blind-spot monitoring, rear occupant alert, forward collision warning, rear cross-traffic alert, lane-keeping assist and lane departure warning, driver attention alert, intelligent seatbelt reminders (six seats), front and rear fog lights, and LED daytime running lights.

Autonomous emergency braking (AEB) is also standard, with vehicle detection from 5.0 - 75km/h, and pedestrian, cyclist and reverse AEB support from 5.0 - 85km/h.

For child seat installation, there are three top-tether anchor points and two ISOFIX mounts in the second row. That’s enough flexibility for most families, though it would be nice to see more child-restraint coverage further back.

The Everest is covered by a five-year/unlimited kilometre warranty and comes with 12 months of roadside assistance, which is extended every time your Everest is serviced at a Ford dealership for up to seven years.

Service is scheduled for every 12 months or 15,000km and costs a reasonable $399 per workshop visit.

Ford Australia has more than 180 dealerships around the country.

The Sorento is backed by Kia’s seven-year/unlimited-kilometre warranty, which keeps the Sorento competitive in a market that is slowly starting to offer seven/year plus terms as standard.

You’ll also benefit from capped-price servicing for up to seven years or 70,000km, with an average cost of $764 per visit. That’s on the pricier side, especially when compared to some rivals.

Service intervals are every 12 months or 10,000km, whichever comes first, so if you’re someone who racks up the kilometres quickly, that could mean more frequent trips to the service centre than you’d like.

It’s also worth noting that the GT-Line PHEV requires a minimum of 95 RON premium unleaded petrol, which is something to factor into your ongoing running costs, particularly if you're already trying to offset fuel usage with regular charging.