Kia Sorento vs Isuzu MU-X

What's the difference?

The Kia Sorento S diesel AWD is a solid buy option in the lower-spec realm of the market. This AWD SUV is not spectacular but it manages to be competitive and, as a seven-seater with updated technology and some good features, it does have ample potential as a daily-driving family mover.

However, if you want more safety tech and more premium accoutrements, you’re likely better off forking out the extra $10,000 or so and getting a top-spec Sorento GT-Line instead.

So, engine aside, not much new for the 2024 MU-X, but I can confidently say this: if you’re not towing big loads all of the time, then the 1.9-litre turbo-diesel won’t just save you cash at the dealership, but at the service station, too.

The Sorento’s exterior is stunningly inoffensive. So, for anyone looking for an SUV that won’t make passers-by dry retch that’s all boxes ticked, I reckon.

The cabin feels family-friendly and functional. It's a basic but well designed space, although there’s no getting past the fact this is at the cheaper end of the Sorento line-up as its cloth seats and expanses of hard plastic remind you.

That said, chrome-like touches and faux hand-stitching go some way towards balancing out that impression.

The low-slung dashboard with integrated 12.3-inch touchscreen dominates the front of the cabin in a good way.

If you like the look of the 2023 Isuzu MU-X, then boy have I got good news for you, because the changes to the 2024 model occur under the bonnet, and nowhere else, really. That means you get the same simple, boxy exterior design, which emphasises capability over fanciness.

Yes, the MU-X design is more dependable than daring, but I reckon it works, with the three-row SUV cutting a fairly handsome figure, even if it is yet to receive the design tweaks just rolled out on the updated Isuzu D-Max.

Inside, though, it definitely presents as a little utilitarian, with some plastics that feel like they could survive a nuclear blast, and the 7.0- and 9.0-inch central screens both feel a little underwhelming by modern standards.

It all feels very comfortable and hard-wearing though, which is probably every bit as important, given the MU-X’s target market.

This Sorento is 4815mm long (with a 2815mm wheelbase), 1700mm high and 1900mm wide.

As mentioned earlier, the interior is quite basic and simply designed, but with a low-key classiness about it. 

The driver’s seat is six-way manually-adjustable with a pump-action for height, so pin-pointing your preferred position is a welcome minor workout unto itself.

The front seats are adequately comfortable without being too plush – that’s fine with me – and from there driver and passenger have ready access to plenty of storage and cupholders (including two in the front, four in the second row and two in the rear seat) and charging options (including two USB charge points in the front console and one 12V power outlet behind the centre console and one in the cargo area).

My teenagers weren’t impressed at all with the fact they had to plug their smartphones into charge points at the front. Oh, the torture!

The 12.3-inch digital multimedia system has Apple CarPlay and Android Auto, both wired or wireless, and it’s an easy-to-use set-up with a crisp screen.

Air-con is a manual-controls affair, second-row passengers get air vents only (on the rear of the centre console), and third-row passengers don’t get vents or fan controls.

The second row is reasonably comfortable with room enough for head, shoulders and legs to be on the right side of comfy.

It sports a bottle holder in each of the doors, and there’s a centre armrest in the second row with cupholders for the El Grande cups of whatever almond-infused crappuccino your obnoxious screenagers are currently addicted to. 

The second row is in a 60/40 configuration, which slides, reclines and folds down flat.

The third row is in a 50/50 configuration, a split-fold flat set-up, and it's the realm of mini humans – or you could put adults back there for any trip lasting longer than 10 minutes and you’ll be hated for life.

For those interested in packing potential space, the rear cargo area offers a listed 179 litres of storage capacity; a listed 608 litres in the rear cargo area when the third row is folded away; and 1996 litres when the second and third rows are packed away.

Practicality has always been a sizeable MU-X perk, regardless of the engine. 

That starts with seven seats, and a back row where actual full-size humans can spend time — and there are not many three-row SUVs you can say that about.

I’m 175cm tall and while I wouldn’t pick row three as my first choice, I’d happily sit back there for short hops.

The middle row, too, is pretty spacious, though it is lacking in a few creature comforts, with just the air-con vents (but no temp controls) and a couple of USB ports to keep you company.

And remember when I said the brand was promising the 1.9-litre engine wouldn’t cost much in terms of capability? Well, Isuzu says the braked towing capacity for models fitted with the smaller engine is 3000kg, while the payload figure increases — now up to 735kg — mostly because the new engine is about 70 kilos lighter. Models fitted with the 3.0-litre turbo-diesel are still rated to tow 3.5-tonne. 

The MU-X stretches 4850mm in length, 1870mm in width and 1815mm in height and it sits on a 2855mm wheelbase, which means while there’s plenty of cabin space it’s not too ridiculous to park.

You’ll find 311 litres of boot space with all three rows in place, growing to 1119 litres with the second row folded flat and 2138 litres with just the front two seats in action.

Every MU-X model will offer at least 800mm in wading depth and 230mm ground clearance, too.

It has always been a value-packed proposition, the MU-X, and nothing much has changed for 2024, especially if you’re shopping for the smaller engine option. Be warned, though, there are price jumps for the carryover 3.0-litre turbo-diesel in most grades.

As usual in the ute-based SUV space, the complexity of trims and powertrains can be a little confusing, but the short version is the MU-X can be had in three trim levels, with the 1.9-litre engine offered on two of them, the LS-M and LS-U.

The LS-M opens proceedings with 17-inch alloy wheels, LED headlights, black sidesteps, keyless entry, cloth trim inside, a 7.0-inch central screen with Apple CarPlay and Android Auto and air-conditioning.

The LS-U then adds 18-inch alloys, roof rails, a leather steering wheel, a bigger 9.0-inch central screen, dual-zone climate control and a powered tailgate.

Finally, the flagship LS-T gets 20-inch alloys, leather seats that are heated in the front and remote engine start. 

All 4x4 models are plenty capable, too, with '4x4 Terrain Command', '2-High', '4-High' and '4-Low', a rear-diff lock and a 'Rough Terrain' mode which helps with grip and traction on slippery surfaces.

This Sorento has a 2.2-litre, four-cylinder common-rail diesel engine, producing 148kW at 3800rpm and 440Nm at 1750-2750rpm and that’s matched to an eight-speed dual-clutch auto transmission.

This is a generally clever and effective combination, but there is noticeable lag to acceleration from a standing start, no matter how hard you stomp the right foot.

It has all-wheel drive (part-time with lock mode) and driving modes that include on- and off-road options.

Let’s focus on the new engine option here, with the 1.9-litre turbo-diesel delivering 110kW and 350Nm. They don’t sound like massive numbers, but Isuzu makes the point that the torque delivery is wide, with maximum grunt available from 1800rpm to 2600rpm, and 300Nm available from 1550rpm to 3700rpm, meaning there’s power there when you need it.

The new engine pairs with a six-speed Aisin tramsission and delivers power to two or all four wheels.

Official fuel consumption for the 2.8-litre four-cylinder Sorento S diesel is 6.0L/100km on a combined cycle. 

Actual fuel consumption on this test, from pump to pump, was 6.6L/100km. 

This Sorento has a 67-litre fuel tank so – going by that fuel consumption figure – you should be able to get a driving range of about 1015km from a full tank.

Another perk of the smaller engine is a smaller fuel bill, with the 1.9-litre turbo-diesel promising to drink 7.4L/100km on the combined cycle - almost a litre less than the 3.0-litre 4x4 model, which is more like 8.3L/100km. 

Emissions drop, too, with the smaller engine rated at 196g/km of C02 combined, compared with 220g/km on for the 3.0-litre 4x4 model.

Impact on the hip pocket? Well, fewer trips to the service station for one. Isuzu says the 80-litre fuel tank should deliver almost 1100km of driving between refills.

As I mentioned earlier, this SUV can feel a tad lardy at times, especially from take-off, but it exhibits slightly livelier characteristics soon enough. Just don’t climb into the driver’s seat expecting a dynamic experience.

Steering has a nice balance to it and the Sorento never feels gargantuan so navigating through busy city and suburban streets is on the correct side of easy.

Ride is a bit firm, but the all-pervasive mindful peace you experience from being in such a hushed cabin tends to mostly negate any minor discomfort you may otherwise feel from clipping every lump and bump on the road.

On-road driving modes are 'Comfort', 'Sport', 'Eco' and 'Smart' and off-road modes are 'Sand', 'Mud' and 'Snow'. All of these adjust engine outputs, throttle control and transmission behaviour to best suit the terrain and driving conditions.

Niggle: The driver-assist tech is a bit abrupt and intrusive. I’ve found this to be the case in Hyundai SUVs, too.

The traffic sign recognition, in particular, is clunky, reacting to signs that don't apply at that time of day, for example school signs, or it reacts to signs that don't actually apply to that section of road. So it's regularly chopping and changing between what speeds you should be at and what speeds you shouldn't. 

This Sorento is an AWD with 176mm of ground clearance so I tested it on muddy grass, firm sand and gravel tracks. Nothing outrageous, but mildly challenging enough to make sure the all-wheel drive system can do what’s expected. And it does, seamlessly.

These off-road drive modes are, of course, no substitute for 4WD, but they are fine for when conditions become a little bit slippery. For example, if there’s been a drizzle of rain on the bitumen or the dirt track becomes a bit muddy.

This Sorento has a maximum towing capacity of 750kg (unbraked trailer) and 2000kg (braked).

First things first, you can absolutely tow with the smaller MU-X engine. In fact, we attached a load weighing close to its 3.0-tonne maximum and the Isuzu just hunkered down and got to work.

It must be said, though, it’s nowhere near as effortless as when you have the bigger 3.0-litre turbo-diesel engine up front, which dispatches heavy loads clinically and easily.

The smaller option has to try harder and rev higher, and while it’s easy enough on downhill runs or flats, it’s noticeably slower when heading up hill.

It does demand the question of how often you’ll be attaching close to its rated maximum on the towball, though. If it’s often, the bigger engine is definitely for you. But if it’s occasionally, or your tow loads are lighter, you can definitely make do with the 1.9-litre option.

On the road, the 1.9-litre engine’s power delivery is actually pretty well suited to the MU-X. It’s not fast, of course, but the width of the torque band helps deliver grunt when you need it (to a point) especially in the low-end, and I reckon the whole experience is a bit smoother and quieter than with the bigger engine, too.

You are missing some of that effortless grunt, of course, and you still can’t escape the usual diesel noise that permeates the cabin, but the lower fuel use for lower power feels like a fairly decent trade. 

It won’t be for everyone, and cross-country travellers and towers will no doubt go for the bigger unit, but for everyone else the 1.9-litre is a pretty sensible option.

Full credit to Isuzu here for fitting every MU-X model, including the cheapest option, with its full safety kit, which starts with eight airbags in the cabin. 

From there, the active stuff kicks in, with the MU-X featuring AEB, 'Forward Collision Warning', adaptive cruise control (with 'Stop and Go'), traffic sign recognition, lane departure warning, 'Lane Departure Prevention', lane keeping assist, 'Emergency Lane Keeping', blind spot monitoring, rear cross-traffic alert and 'Trailer Sway Control'.

The MU-X has a maximum five-star ANCAP score from testing in 2022.

A seven-year/unlimited km warranty applies to the Sorento line-up.

Servicing intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped-price servicing covers seven-years/105,000km and at the time of writing ranges between a low of $370 and a high of $817 per service over that period. Total cost is $3787 for an annual average of $541, which isn't particularly cheap.

Every Isuzu MU-X model gets a six-year, 150,000km warranty, as well as five years of capped price servicing, and up two seven years of roadside assistant. 

The service are 12 months or 15,000km, and each service costs $449 per year, or a total $2245 over five years.