Kia Sorento vs Volvo EX30

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.

Volvo has taken a bit of a risk because I'm not convinced that the EX30 knows who its audience is. However, our Twin Motor Performance Ultra test model is well-specified and the overall owner experience (from driving, usability and ongoing ownership costs) is great. This is a fun car and it looks super cute.

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 EX30 is gorgeous. It has an interesting shape that makes it look larger than it is and it's unique enough to attract users who might not love the Volvo aesthetic.

You can still see that it's part of the Volvo family with its crisp pleating in the panelling and 'Hammer of Thor' LED headlights, but its look is new and fun.

Large Volvo badging is framed by rectangular LED lighting at the rear and our test model's Cloud Blue paintwork is offset by a sporty black roof and frameless side mirrors.

The interior aesthetic is very pared back - think simple and classic lines, no buttons or dials and large air-vents.

The dashboard is headlined by a 12.3-inch touchscreen multimedia system, which also houses all of the info you'd expect to see on a digital instrument cluster because there's no head-up display or cluster in this model and it does take a while to get used to.

At first the simplicity is a bit too much to wrap the head around but once you do, the interior is incredibly intuitive to use and as a driver, it felt a little Zen-like.

There are four interior design choices Breeze, Mist, Pine and our test model's Indigo which couples 50 per cent recycled denim jeans for its accents, a grey and blue Nordico (synthetic fabric) upholstery and lots of recycled soft/hard plastics in various tones of blue and greys.

To be honest, the materials didn't always work for me but the cabin is still pleasant to look at.

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.

The cabin up front features plenty of leg- and headroom as well as cleverly designed storage options.

The rear row is surprisingly comfortable for space behind my driving position but I'm only 168cm tall and it might get squishy if you're behind taller front occupants. It's best to think of this car as a four-seater for adults though, the middle seat is an emergency seat.

The seats themselves are very comfortable for long trips, and both are powered and feature heat functions. My favourite feature inside are the door handles - easy to use and they look great too.

Like I mentioned earlier, the design is rather intuitive to use for every day. The only controls in the cabin are the window buttons and they're discreetly placed on either end of the middle console. The front only feature two buttons but you can switch them over for the rear window use via a little touchpad.

Individual storage is great for the class, with a large open centre console that features a dual opening lid with a shallow cubby, which is perfect to hide away any charging cables for the two USB-C ports.

There is a dedicated phone storage space in the form of a 'lean-to' scenario which also features the wireless charging pad and it's large enough to accommodate bigger devices like an iPad.

There is a sneaky glove box which is located underneath the multimedia screen but it irks me that you can only open it via the screen. It's large enough to hold a manual.

The other sneaky but super handy element is the retractable cupholder shelf that slides away into the middle console. You can also position it so only one cupholder is available or slide the cupholder insert backwards for a large cubby.

The rear gets large storage bins in each door, a drawer from the centre console but it's disappointing that the rear row misses out on cupholders or an armrest for added comfort. It does get two USB-C ports.

There is a 7L frunk storage plus the boot is adequate for overnight luggage or a grocery run with its 318L of capacity but that can jump up to 904L if you fold the rear row.

The multimedia system is fairly easy to use but you have to get used to it as it's a bit different from other Volvo systems I've sampled in the past. You also have to get used to accessing everything for the car, even for turning the car off, via the screen. I do like having buttons/dials but not having them in the EX30 mostly works.

There are three grades for the EX30 and our model on test is the Twin Motor Performance Ultra, which is the top-spec version. It is priced from $71,290 before on-road costs and that positions it as the most expensive compared to its nearest rivals.

The popular Tesla Model Y Long Range all-wheel drive is $69,900 MSRP, the Cupra Born (5 Seat) is one of the most affordable at $59,990 MSRP, and the Hyundai Kona Electric Premium N Line at $71,000 MSRP is the closest rival for price.

The EX30's price point and cute size means it's carved out a little niche for itself - little being the operative word as the rivals above are not apples for apples comparisons. The EX30 could be at risk of not knowing what its audience is - the design is fun, which signals a younger crowd, but the price point might rule them out.

Having said that, the EX30 wants for nothing really and manages to be very well-specified.

Standard items include, a 12.3-inch touchscreen multimedia system, wired Apple CarPlay and Android Auto, Google Services (Assistant/ Maps/ Play), Spotify/YouTube apps, 5G Module, over-the-air updates, satellite navigation, dual-zone climate control, four USB-C ports, wireless charging pad, Bluetooth, and DAB+ Digital Radio and a Digital Key.

Luxury and practical items include heated and powered front seats, powered tailgate, heated steering wheel, a premium nine-speaker Harman Kardon sound system which features a long soundbar and a huge panoramic sunroof.

Annoyingly though the keyless entry is truly keyless ... there are no buttons on the key and it sometimes glitches when you try to open the door despite the key being in your hand!

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 Twin Motor Performance Ultra grade is an AWD with twin electric motors which combine to produce 315kW of power and 543Nm of torque (115kW front/200kW rear) + (200Nm front/323Nm rear).

The EX30 has a single-speed auto transmission and can go from 0 -100km/h in just 3.6-seconds - making it the fastest Volvo.

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 EX30 Twin Motor Performance Ultra has up to 445km (WLTP) driving range, which felt pretty accurate this week despite throwing some heavy open-road trips into the mix.

This variant has a 69kWh nickel manganese cobalt battery and an official energy consumption figure of 18.0kWh/100km (WLTP). After doing some urban and longer trips I saw my trip computer flitting between 19.0kWh and 22.0kWh/100km.

The EX30 has a Type 2 CCS charging port, which means you can hook it up to a DC charger and it will accept up to 175kW on a DC charging system.

On an AC 2.4kW standard domestic plug port, expect a long charging time of around 38 hours to get up to 80 per cent.

On an AC 11kW system, you can go from 0-100 per cent in eight hours (again, a little slow but reasonable enough for overnight charging).

On a DC 175kW system, you can go from 10-80 per cent in around 28 minutes.

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 ...

Driving the EX30 Ultra is a mostly fun and lighthearted experience but it's not cutesy, no matter how adorable the external design is.

The twin motors deliver serious power and you can fully expect 'tummy-sucking' moments of pure enjoyment whenever you put your foot down.

Coupled with a graceful on-road presence which assures you that the car will stick to the road like glue, and you have the fun-factor.

The lightheartedness comes from how nimble and easy the EX30 is to manoeuvre. The steering firmness can be customised and its compact dimensions makes it your best friend in tight city lanes.

You can't customise the regenerative braking, or at least, I couldn't figure out an easy way to do so outside of selecting the one-pedal drive option.

The cabin is mostly quiet and there's a refinement to longer journeys because of it. You get occasional wind noise at higher speeds and a little bit of road feedback too but longer journeys are lovely.

My only real nag is that there is no head-up display or instrument panel for your speedometre and I found my eyes directed away from the road because of it. You can find your speed info on the central multimedia system but I prefer something in front of me.

Parking my little blue cloud this week has been easy as pie because the 360-degree camera system is clear and the large windows provide excellent visibility.

At the time of this review, the EX30 has not been tested by ANCAP and is unrated but it has all of the safety equipment you'd expect of a Volvo.

Standard equipment includes, blind spot monitoring, driver attention alert, safe exit warning, rear occupant alert, tyre pressure monitoring, tyre mobility kit, rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert, lane keeping aid, hill start assist, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, parking assist, a 360-degree view camera system as well as front and rear parking sensors.

The EX30 is also fitted with seven airbags and the Volvo-designed whiplash injury protection system (WHIPS) which helps to reduce the risk of whiplash injury if your car is hit from behind. On impact, the entire front backrest and head restraint moves with the occupant to support the neck.

Like other Volvos, the EX30 also has side impact protection (SIPS), which helps protect you and your passengers in a side collision. The body's steel framework displaces the impact of a side-collision away from the occupants to other parts of the car body.

The EX30 has ISOFIX child seat mounts on the rear outboard seats plus three top tethers but only two child seats will fit. If you have an extra-large booster seat, like me, then expect some of the back window visibility to be compromised when it is installed.

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 EX30 is covered by Volvos five-year/unlimited km warranty and the electric battery is covered by an eight-year term - both are normal terms for the class.

What endears the EX30 to me is that servicing is included, which is very rare for a luxury brand to offer. Servicing intervals are reasonable at every two years or 30,000km, which ever occurs first.