Skoda Superb vs Kia Sorento

What's the difference?

It’s safe to say the Skoda Superb is well… superb.

This car has consistently been one of my favourites, and that’s not something I say lightly. It's a fantastic package that combines all the best parts of comfort, practicality and driving dynamics.

All of those points stand out as key reasons why, despite the fact Australians are no longer buying passenger cars in substantial numbers, you should consider this over a similarly-sized SUV.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

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.

On the outside of the new Skoda Superb its design is more of an evolution than revolution. This is no bad thing because I’ve always been a big fan of the Superb’s exterior design, even more so now because it’s the only one of its kind left.

From a lot of angles this new Superb gives major Holden ZB Commodore vibes, especially the wagon from the rear three-quarter.

While I like the sporty looks and glossy black highlights, I wish Skoda still offered a non-Sportline version of the Superb locally. Globally there are premium L&K versions available with chrome accents, and they look properly premium-pushing.

Inside, the Superb is a classic flagship Skoda through and through. It balances having beautifully high-end finishes with TARDIS-like practicality with ease.

Ahead of the driver there’s a sporty-looking perforated leather steering wheel which has Skoda script written out on the hub, rather than the classic winged arrow Skoda logo.

It’s an interesting look that forms as part of the new corporate design language. I imagine I’ll get used to it after a while, and it's all subjective, but I’m currently not a huge fan.

Looking around the cabin, the interior is dominated by the new 13-inch touchscreen multimedia system that’s high-resolution. It’s mounted high on the dashboard much like an iPad, which mightn’t be to everyone’s taste.

Flanking this new touchscreen is an interesting slotted air vent design that spans the entire dashboard. It’s a really cool look, though it’s finished in glossy black and will likely gather dust easily.

Speaking of black, a lot of the Superb’s interior is finished in black. I wish there were more pops of colour, whether that's with different finishes or textures to create some visual interest.

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.

This is where this car properly shines.

Up front there are deliciously comfortable leather seats that are electrically adjustable, heated, ventilated and have a massage function. The heating was well and truly cranked during our drive loop around chilly Canberra and it kept me nicely warm and toasty.

I also enjoy how adjustable the front seats are. No matter how tall or short you are, you’ll find a comfortable seating position.

As mentioned above there’s a leather steering wheel ahead of the driver which has perforations on it. This is handy if you get clammy hands out on the road. And I like how warm the steering wheel gets when the heating is turned on. In fact, it almost gets too hot.

The 10-inch digital instrument cluster behind the steering wheel is classic Volkswagen Group in terms of layout and design. It offers what feels like limitless configurations, allowing you to tailor the information you want to see.

Moving across, this larger 13-inch touchscreen multimedia system is a breeze to use. It features new software compared to the previous-generation Superb that looks considerably fresher.

The home screen can be configured and there are easily accessible shortcut buttons on the screen for things like the vehicle settings menu, among others.

I’m a particular fan of the shortcut buttons at the top of the touchscreen that show your favourite settings in the vehicle menu. You’re able to toggle things like auto hold, engine idle start-stop and numerous other features.

Underneath the touchscreen is one my favourite parts of this car. There are three physical rotary dials that initially look like they’re just for adjusting the climate control functions, but can do so much more. They’re called ‘Smart Dials’ and also feature in the new Kodiaq.

The outer two dials are able to adjust things like the temperature, as well as the seat heating and ventilation, whereas the centre dial can change the fan speed, air direction, driving mode, sound system volume and zoom function on the sat-nav map.

They’re incredibly intuitive to use and have fantastic tactical clicks when interacted with. It’s fantastic to see a new car that puts such a big emphasis on still having physical hardware, instead of opting for the minimal look that requires you to use the touchscreen for everything.

Another big change with the Superb is the gear selector has been relocated from the centre console to the steering column. This has been happening to a range of Volkswagen Group vehicles of late.

As a result, the centre console has been redesigned with maximised storage in mind. There are now things like a display cleaner and many generous storage spaces.

Also if you want to securely store items, there are retractable covers on the centre console which also help give it a clean look.

Moving to the second row, it’s an amazing place to sit. There is so much space on offer that it puts every single similarly priced and sized SUV to shame. You can’t beat a large sedan or wagon in terms of practicality.

Second-row amenities include heated outboard seats, retractable sun-blinds, a fold-down armrest with cupholders and a tablet holder, as well as airplane-style head restraints that fold out from either side of the head rest.

Regardless of where you sit in the Superb, you’ll be in proper comfort.

Around the back is the showstopper. As standard there’s a hands-free power tailgate which is handy if you’ve got hands full and need to open the boot.

Once the tailgate opens there’s a generous amount of boot space on offer. Skoda claims the Superb liftback has a 589L capacity with the rear seats upright, expanding to 1795L with them folded.

With the wagon on the other hand, there’s 634L of boot space with the rear seats upright, expanding to a massive 1920L with the second row lowered.

‘Simply Clever’ touches include an electrically retractable luggage cover, a retractable luggage sling, moveable luggage separators, and a vast net system.

Under the boot floor there’s a space-saver spare wheel.

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 new-generation Skoda Superb is still powered by a 2.0-litre turbo-petrol four-cylinder petrol engine, but it has been upgraded.

It produces 195kW of power, which is technically 9.0kW less than the previous-generation version, and 400Nm of torque, which is 50Nm more.

It’s worth noting this engine also features in the new Skoda Octavia RS, as well as the Volkswagen Golf GTI and Tiguan R-Line.

The engine is mated to a seven-speed dual-clutch automatic transmission with drive sent through an all-wheel drive system.

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.

While the new Superb is claimed to be faster, it’s also claimed to be more fuel efficient. In liftback guise claimed combined cycle (urban/extra-urban) fuel consumption is 7.7L/100km, while in wagon guise the official figure is 7.8L/100km.

The entire range comes with a 66-litre fuel tank and it requires a minimum of 95 RON premium unleaded.

With this claimed fuel consumption you could theoretically travel up to 850km on a full tank of petrol. In our test cars however, they were displaying 900km of range when we started off the drive loop.

Unfortunately the Superb doesn't come with any form of electrification, whether that be a mild-hybrid or plug-in hybrid powertrain. Skoda Australia is currently evaluating and testing the Superb PHEV, but if it does launch locally, it won’t be until 2026 at the earliest.

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.

Starting up the Skoda Superb Sportline you hear the familiar sound of this 2.0L engine, variations of which are used in numerous VW Group models. It’s fairly muted and smooth, which makes the cabin a serene place to be.

Setting off you use the column-mounted gear selector to change gears. It takes a little bit to get used to the new placement, but after a few uses it feels normal. This relocation has also allowed for so much more storage on the centre console.

Around town the Superb’s 2.0-litre turbocharged four-cylinder petrol engine barely makes itself known. The full 400Nm of torque comes on tap from as little as 1650rpm, making this car effortless to drive and almost turbo-diesel-like in practice.

Skoda claims the new Superb can do the 0-100km/h sprint in 5.6 seconds in liftback guise and 5.7 seconds in wagon guise. This is 0.3 seconds faster than the old version.

It barely requires any thought driving in the typical urban sprawl. The car does all the heavy lifting for you.

When it comes to parking, however, there’s no way around the fact this is a long car. You may find yourself needing to do three-point turns in order to navigate tighter urban car parks.

It doesn’t help that the surround-view camera system is surprisingly low-resolution, which is disappointing given the Superb is a flagship vehicle for Skoda. It’s more noticeable because the central touchscreen is incredibly high-resolution.

As standard there’s a seven-speed dual-clutch automatic transmission which has one more ratio than the previous-generation Superb. Though this isn’t necessarily obvious in everyday driving, the dual-clutch is still a classic Volkswagen Group unit, meaning it’s snappy and intuitive.

This car comes with a progressive ratio steering system which increases the amount the wheels physically turn as you feed on more lock with the steering wheel. It helps make the car feel more agile and sporty, while also requiring less effort.

With the updated adaptive dampers you can now configure the system in 15 different ways, which is wild. This spans all the way from beyond ‘Comfort’ through to ‘Sport’.

In ‘Normal’ mode the Superb still errs on the sportier side, which makes sense because the Sportline package is standard. This also brings a 15mm ride height reduction.

Despite feeling sporty as standard, the Superb is never uncomfortable. This is really surprising because there are sizeable 19-inch alloy wheels and low-profile tyres.

Dialling the car through to ‘Comfort’ mode makes the drive pretty much effortless. It’s incredibly comfortable and supple, ironing out virtually any road imperfection you can throw at it.

Unlike other Skoda vehicles with adaptive dampers, this Superb doesn’t get that bouncy cloud-like feeling in ‘Comfort’ mode. Instead, it still feels grounded.

There’s an ‘Eco’ drive mode which unsurprisingly prioritises fuel economy. It makes upshifts happen low down in the rev range, and also shifts the car into neutral when coasting.

Although the car is in ‘Eco’ mode, it doesn’t feel like you’re lacking any oomph. You’ll still be keeping up with urban traffic easily.

Slotting the Superb into ‘Sport’ mode immediately sharpens the throttle response and makes the car feel like it’s hunkering down, ready to attack. The suspension and adaptive dampers noticeably become stiffer, making you jiggle about in the driver’s seat more than in other drive modes.

It’s surprising how Sport makes this huge sedan and wagon feel much smaller than it is. This is likely credit to how dynamic the Volkswagen Group has made its 'MQB Evo' platform.

Thanks in part to the all-wheel drive system, this car is an absolute beast out in the twisties. You can take corners with a lot of heat and still feel incredibly in control.

Once again, the car does a lot of the heavy lifting, allowing you to focus on what’s going on with the road ahead. It’s very smile-inducing.

While this car is dynamic and thrilling to drive, it’s worth noting it’s no full-fat RS model. You reach a ceiling with the turbo-petrol’s outputs when accelerating hard, but there’s still plenty to play with. Only proper performance car nerds will care about this.

Out on the open road, the Superb becomes a great long-distance tourer. It feels like I could drive from Melbourne to Adelaide in one hit without stopping.

At higher speeds, however, there is a bit of road and tyre noise. This is common in European vehicles, but still ruins the ambience of the cabin if you don’t like listening to music behind the wheel.

More concerning, though, is the virtually brand-new Superbs we sampled at this media launch were already starting to develop noticeable rattles in the door cards. Underwhelming in a circa $70K car.

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 new Superb, like all other current Skoda models, is covered by a seven-year, unlimited-kilometre warranty.

This warranty length is slowly but certainly becoming the standard in Australia.

At this stage Skoda hasn’t detailed service intervals or service pricing. It has said it’ll offer pre-paid service packages, however.

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.