Kia Sorento vs Honda CR-V

What's the difference?

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.

The Honda CR-V RS hybrid has plenty going for it. It’s a well-rounded package with good levels of comfort and practicality, and a driving experience that’s easy to live with day to day.

There are a few areas that hold it back from leading the segment. The multimedia system feels behind the curve for a flagship grade, and the engine can become vocal under load. Some rivals also edge ahead when it comes to outright equipment.

Even so, the CR-V still delivers where it counts. It’s efficient, spacious and comfortable.

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 CR-V hasn’t changed much since this generation launched in 2023, but it remains a purposeful-looking SUV for the segment. A slightly longer body and 198mm of ground clearance give it a bit more presence on the road than some of its rivals.

The silhouette is clean and confident, lifted by black 19-inch alloy wheels, matching door handles and a sharply styled honeycomb grille.

Inside, the cabin reflects the RS grade nicely. The embossed leather seats with red contrast stitching add a sporty edge, while the dashboard design feels cohesive and well thought out. The honeycomb air vents tie in nicely with the grille and look modern. There's a satisfying tactility throughout, with plenty of soft-touch materials and clicky buttons. The panoramic sunroof and black headliner also give a subtle sense of sophistication.

As far as flagship grades go, it looks the part.

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.

Up front, there’s plenty of space and the seats are comfortable over longer drives, helped by the extra adjustment and functions on offer. The seat bases are on the shorter side though, so I would have liked to see extendable under-thigh support for added comfort.

Storage is well thought out, making it easy to keep things tidy. There’s a deep centre console, two cupholders and decent door bins, along with a large tray that houses the wireless charging pad and two USB-C ports.

In the back, legroom is generous and the seats themselves are comfortable, especially with the heat function on the outboard seats. The transmission tunnel is also not too high for middle seaters. Headroom is a touch tighter, due to the panoramic sunroof, but it’s not a dealbreaker. The wide-opening rear doors also make access easy.

Features in the backseat are a little more modest than expected for a flagship. You get directional air vents and a couple of USB-C ports, but miss out on extras like separate climate controls and device pockets. There are two ISOFIX points and three top-tether anchors, though realistically two child seats will fit best.

Around the back, the 581L boot capacity means it easily handled luggage for four adults along with a weekend shop. This grade also includes a powered tailgate, though it makes do with a tyre repair kit rather than a spare, which won't suit everyone.

From the driver’s seat, the tech experience is a bit of a mixed bag. The multimedia system feels dated, both in size and graphics, and some settings can be fiddly to locate and adjust, including the head-up display. Wireless Apple CarPlay is a welcome inclusion, though it did take a few attempts to connect initially. Once paired, it’s been reliable.

On the plus side, Honda has kept physical buttons and dials for key functions, which makes a big difference to everyday usability. Very little is buried in menus, and it all feels intuitive to operate on the move.

There are six grades in the CR-V range, split across petrol and hybrid powertrains. We’re testing the flagship e:HEV RS hybrid here, priced from $64,400 drive-away. That puts it toward the upper end of the segment. The Hyundai Tucson Hybrid Premium undercuts it at $58,350, while the Toyota RAV4 Cruiser Hybrid AWD sits at $60,340 and Kia Sportage GT-Line Hybrid is $60,370.

However, Honda's pricing is drive-away and includes on-road costs, whereas those rivals do not. When you consider that, the pricing isn't that much different.

For the money, the RS presents as well-specified and you'll enjoy a panoramic sunroof, heated and ventilated electric front seats, heated outer rear seats, leather upholstery and a heated steering wheel. It covers the comfort brief without issue.

Where it loses a tiny bit of ground is in the tech. There’s a strong base with a 12-speaker Bose sound system, wireless Apple CarPlay and Android Auto, built-in satellite navigation and a head-up display. But the 9.0-inch touchscreen feels undersized for a flagship in this segment, especially when rivals have moved to 12.3-inch (and above) displays as standard.

Practical touches are solid, with dual-zone climate control, four USB-C ports and a powered tailgate. However, the hybrid's switch to a tyre repair kit instead of a temporary spare is another area where competitors have the edge.

While the CR-V RS hybrid ticks plenty of boxes on paper, it doesn’t quite match the breadth of equipment offered elsewhere, though it remains competitive overall for the segment.

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.

The CR-V RS hybrid is all-wheel drive and pairs a 2.0-litre four-cylinder Atkinson-cycle engine with two electric motors, delivering up to 135kW and 355Nm. Both figures are a bit lower than its Kia and Hyundai rivals, which both produce up to 173kW/367Nm, but for the most part, there’s enough punch for both city driving and longer highway runs.

The electronic continuously variable transmission (e-CVT) can get a bit vocal under load though, particularly on hills where it tends to hold higher revs.

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 CR-V hybrid has a claimed combined fuel consumption of 5.7L/100km. Paired with a 57-litre fuel tank, that gives it a theoretical driving range of around 1000km, which is strong for a mid-size SUV.

In the real world, I saw 6.7L/100km over the week. That’s still a solid result, especially considering how much highway driving was involved, where hybrids typically aren’t at their most efficient.

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 ...

On the road, the RS hybrid has enough power to keep things moving, even on winding hills, though you do need to lean into the throttle to get the most out of it. The engine can sound quite strained under load, but it’s more noise than anything, with performance still holding up.

Through corners, it feels more dynamic than you might expect. The suspension and steering lean firm and responsive, which makes it a capable tourer. That said, road noise does creep into the cabin, particularly on longer drives, and takes a bit of the shine off.

To maximise energy recovery, you can switch from Drive to B mode to increase regenerative braking. It’s especially useful in stop-start traffic or on hilly roads, though it does mean you can’t use cruise control in this setting.

Around town, visibility and parking are made easier with a 360-degree camera. The image is clear, although the slight fish-eye effect takes a little getting used to. Once you’re familiar with it, though, it’s a straightforward car to manoeuvre.

The CR-V holds a four-star ANCAP safety rating from testing conducted in 2023. While that’s not class-leading, it’s backed by a solid list of safety equipment.

There are 10 airbags in total, including side chest airbags for both rows, which is a nice inclusion given many rivals reserve these for the front seats only. You do miss out on features like emergency call functionality and side exit assist, though.

The broader safety suite includes blind-spot monitoring, lane keeping aid, lane departure warning, traffic sign recognition, rear cross-traffic alert, a driver attention monitor and tyre pressure monitoring.

On the road, most of these systems operate unobtrusively. The adaptive cruise control can be a little slow to respond when accelerating, but otherwise it doesn’t interfere with everyday driving.

For families, there are two ISOFIX points and three top-tether anchor points in the rear. The RS also includes a forward collision warning and autonomous emergency braking, which operates between 5.0 and 195km/h and can detect cars, pedestrians and cyclists.

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.

The CR-V is covered by Honda’s five-year, unlimited kilometre warranty, which is below average now for the segment. However, it can be extended by a further three years if you service exclusively through Honda.

Ownership costs are where it stands out positively. You get five years of complimentary roadside assistance, along with a capped-price servicing program where visits are just $199 each. That’s one of the more affordable offerings in this class. For context, the Toyota RAV4 comes in at $325 per service over the same period, followed by $458 for the Hyundai Tucson and $583 for the Kia Sportage.

Service intervals are set at every 12 months or 10,000km, whichever comes first.