Kia Sorento VS Ford Everest
- Comfortable ride
- Great value
- Smaller boot compared to rivals
- Seating position is high in GT-Line
- Grey, blue or white - pick a colour
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
How do you make something that was already great even better?
I'm only asking because the last Kia Sorento had very few faults, and this new one arriving must have set Kia’s engineers a bit of a challenge. Could they improve the little bits that needed fixing while leaving everything that was good about the Sorento alone? Or would tinkering with the winning formula take some of the shine off Kia’s large SUV?
We headed to the launch of the new Sorento to find out.
|Fuel Type||Regular Unleaded Petrol|
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L turbo|
The Sorento was always great, and Kia could have easily just released an updated car with a new bumper and called it a new model. But the brand has instead jumped in and fixed a few issues that needed addressing, like the ride, the smaller display and the (lack of) safety features.
Now you have an SUV that’s just as practical and good value as the last one, but also one that drives better and is safer, too.
The sweet spot in this Sorento range for me is the SLi petrol. For just $4000 more than the base price this grade comes loaded with features and includes proximity unlocking, auto tailgate and the Harman Kardon stereo.
Would you pick Kia Sorento over a Mazda CX-9 or Toyota Kluger? Tell us what you think in the comments below.
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
If you can spot the difference between this new Sorento and the previous one, write in and we’ll give you a hat. That is, if we have any left. Which we probably will because we have a lot of hats, and because the differences aren’t too easy to spot.
Look, I’ll even give you a clue; the grille is glitzier, the headlights have been redesigned and so have the taillights, the rear bumper has been restyled and all grades now have a chrome exhaust. All grades have new wheel designs, too.
That premium feel continues into the cabin, with dark textured materials and an excellent fit and finish.
The cockpit isn’t the most modern (compared to, say, the CX-9), but the new eight-inch screen is on the bigger side by current standards, even if its setting and the controls and dials around it are beginning to date.
You can have your Sorento in any colour as long as it’s grey. Okay, that’s not true, there’s also 'Gravity Blue', 'Snow White Pearl' and 'Clear White', joining a trio of greys; 'Silky Silver', 'Metal Stream' and 'Platinum Graphite'.
The Sorento’s dimensions have changed slightly – this new one is longer by 20mm, now 4800mm end-to-end. The height has stayed the same at 1690mm with roof rails, and its width is still 1890mm.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
The answer is very. Both head and legroom in the front is excellent, even in sunroof-equipped models, and at 191cm I can sit behind my driving position with about 40mm of space between my knees and the front seatback.
Headroom in the second row is good, but the same can’t be said for the third row which has limited headspace for me - although legroom can be made better because the second row seats slide forward on rails. That said, I could set the seats - the third row, second row and front row - and sit in them all with a little breathing room.
With all seats up, though, there’s just 142 litres of room left for luggage. That was enough to fit two airline overhead luggage cases, but if you have a big family and you’re heading away on holiday, you’ll need to invest in a roof pod. A genuine 450-litre Kia pod for the Sorento costs $995.42.
With the third row folded flat the luggage capacity increases to 605 litres, which sounds enormous, but the Mazda CX-9’s is 810 litres.
Cabin storage is great with two cupholders in each row. There’s two large storage trays in the back row, too, plus there’s a giant centre console storage bin big enough to hide a small backpack, great under-dash storage in front of the gear shifter and big bottle holders in all doors.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
Price and features
There are four levels in the Sorento line-up. It starts with the petrol Si, which lists for $42,990 ($45,490 for the diesel), then steps up to the Sport for $44,990 (the diesel is $48,490), the SLi for $46,990 ($50,490 for the diesel), and the-top-of-the-range (and diesel-only) GT-Line for $58,990.
Prices have increased over the previous Sorento, with the GT-Line now $500 more expensive, the SLi price is up by $1000, the Sport (which used to be the SLi Limited) is up by a $1000 and the Si petrol is $2000 more.
A $60k list price is a decent chunk of moolah to hand over, but if you have a look at the specification sheet it’ll take you about 1.5 seconds to see that the entry grade Si comes loaded with features and possibly everything you’d want anyway, so there is really no need to bother with options.
The Si has the same eight-inch display that comes standard across the range, as well as Apple CarPlay and Android Auto and a six-speaker stereo with digital radio. There’s also nav, a reversing camera, dual-zone climate, auto headlights with LED DRLs, roof rails, a rear spoiler and 17-inch alloy wheels.
The Si also comes with a barrage of new advanced safety equipment which you can read all about below.
The Sport is the Si but with 18-inch alloys and leather seats. Then stepping up into the SLi adds a 10-speaker Harman Kardon stereo, proximity unlocking, auto tailgate, powered front seats, tinted rear glass, alloy pedals, LED taillights, alloy treadplates and faux-wood trim on the centre console.
The GT-Line is swamped with even more features. Things like heated front and rear seats, panoramic sun roof, 360 camera, LED ‘bending’ headlights, a heated steering wheel, window sunshades in the second row, dual chrome exhaust and 19-inch alloy wheels. None of it is necessary, but all of it is nice to have.
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
Engine & trans
The petrol Sorentos are front-wheel drive and the diesels are all-wheel drive. There’s no manual gearbox but the six-speed automatic transmission from the old car has been replaced by an eight-speed unit.
The 3.5-litre V6 petrol is a new engine (the previous one was a 3.3-litre unit).
The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
The petrol engine is thirstier than the diesel, but not by as much as I’d have expected. We drove both on similar roads at the launch of the new Sorento and the V6 was using an average of 9.5L/100km according to the trip computer after crawling through Sydney’s urban streets, then onto highways before climbing the winding roads into the Blue Mountains. That’s lower than the 10.0L/100km that Kia reckons the V6 should use in combined driving conditions.
The diesel engine was using an average of 8.2L/100km on mainly country roads. Remember, though, that the diesel is an all-wheel drive. Kia says 7.2L/100km is the official fuel figure.
Then from Katoomba in the Blue Mountains to Sydney airport, the V6 petrol used an average of 7.8L/100km.
You should also know that even though the V6 is bigger than the previous one it only drinks 0.1L/100km more fuel.
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel tank.
The previous Sorento had a comfortable ride, which was probably a bit too ‘floaty’ for my liking and the steering felt overly light. Those issues have been rectified in the new Sorento, with suspension adjustments that have reduced body roll in the corners while still keeping the ride super comfy, and new steering which feels a little heavier and more accurate.
I had the chance to spend time in the Si petrol, SLi Petrol and the GT-Line diesel.
I’m a fan of that V6 petrol. The response from the engine is instant, while the power and torque feels abundant. The diesel takes a moment to deliver the grunt and doesn’t run as smoothly as the petrol.
Here’s something a bit unexpected; I found the seating position in the base spec Si better than the top grade GT-Line. The manually adjustable seats in the Si could be set lower, while the power adjustable ones in the GT-Line weren’t quite as flexible.
The Sorento is one of the best seven-seat SUVs in this price range to drive. Easy to pilot, plenty of grunt and with good visibility all around.
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
The Sorento scored the maximum five-star ANCAP rating when it was tested in 2015. This new version comes with more advanced safety equipment such as AEB, lane keeping assistance and adaptive cruise control – these are standard across the entire range, too.
The GT-Line comes with more equipment, such as rear cross traffic alert, blind spot warning, and a 360-degree view camera.
If the Sorento was to keep up with rivals like the CX-9, it really needed this advanced safety gear fitted across its range. It's great to see Kia has responded to this need.
You’ll find three top tether anchor mounts and two ISOFIX points for child seats across the second row only.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.
The Sorento is covered by Kia’s seven-year, unlimited-kilometre warranty. There’s also seven years of capped-price servicing. Servicing is recommended annually or every 15,000km.
The diesel is capped at $403 for the first service, then $471, $465, $664, $454, $570 and $482 for the seventh. The petrol is cheaper to maintain with prices capped at $349 for the first, then $415, $405, $544, $393, $505, and $417.