Subaru Outback VS Kia Sportage
- Strong value
- Great practicality
- Lots of safety tech
- No hybrid option
- No turbo engine
- Not as fun as some rivals
- Great ride
- Good standard safety
- Great standard features
- Rivals offer AWD cheaper
- Full safety suite on GT-Line only
- Petrol engine thirsty
It never used to be like this. Families used to choose a station wagon or estate car because that body style was the smartest choice. Maybe not the most desirable choice, but wagons were, and always have been, pragmatic.
And then SUVs came on the scene. People thought they needed these stylised hatchbacks to sit higher in traffic and live out their “weekend warrior” image. Oh, those “active lifestyle” types. And in recent times, SUVs have become the go-to – accounting for half of all new vehicle sales in 2020.
But the Subaru Outback 2021 is here to stand up to those wannabe SUVs, with its own take on the up-high recipe. Admittedly it’s not like the Subaru Outback approach to the SUV formula is new – this is the sixth generation version of the venerable high-riding wagon, but this new model is apparently more SUV than ever. Subaru Australia even calls it a “true blue, mud in its blood all-wheel drive SUV”.
So does it have what it takes to stand out in the crowd? Let’s dive a little deeper and find out.
|Fuel Type||Regular Unleaded Petrol|
If you take a snapshot of the Australian mid-size SUV market, it becomes apparent that the Kia Sportage is an oft-overlooked option in a sea of storied Japanese nameplates.
Perhaps it’s because the Sportage is a bit more controversially styled than its Tucson cousin, or perhaps it’s a victim of its own success, having been an attractive option for populating car-share fleets like GoGet.
But I’d argue that the Sportage is special in more ways than it gets credit for, and shouldn’t be overlooked by Australians on the hunt for a new mid-sizer, even this far into its lifecycle.
Read on to find out why, and which variant in the Sportage’s just updated 2020 lineup is our pick of the bunch.
|Engine Type||2.0L turbo|
The sixth-generation, 2021 Subaru Outback has incrementally improved the large wagon-slash-SUV, with a number of important steps forward including better safety tech, a more powerful engine and smarter cabin. A turbo or hybrid powertrain would sweeten the deal even further.
I don’t know that you’d really need anything other than the base model Outback AWD, which seems like a truly great value offering. It’d be our pick of the range.
The Sportage continues to age gracefully, now offering an increasingly finely tuned range of variants to suit most price brackets.
While its engine and transmission choices leave a little to be desired, it continues to offer impressive ride, handing, and technology when compared to many (but not all) Japanese segment rivals.
Our pick of the range is the SX in either engine, as it offers the lion’s share of Sportage spec items at the right price.
It’s an all-new car. It doesn’t necessarily look like it, and in fact – to my eye – it’s not as attractive as the fifth-generation model, which was an expert in being inoffensive, where this model has a few more design-lead changes that might divide opinions.
You won’t mistake it for anything other than an Outback, as it has that typical rugged high-riding wagon look that we’ve come to expect from it. But it’s almost like this is a facelift rather than an all-new car.
Like, literally – the features have all been cinched back at the front, and the wheel-arches have been tweaked so they stand more at attention… it literally looks like an age-denying citizen’s approach at looking younger. A bit too much Botox? Tell us what you think the comments below.
But there are still smart design highlights, like the roof rails with integrated roof racks that are stowable/deployable in the base and top models, while the mid-spec model has a fixed roof rack system.
The fact all models have LED lighting all-around is nice, while the 18-inch wheels… well, none of them are to my taste. To me, they just aren’t as youthful as some of the other elements of the car are trying to elucidate.
And the rear-end treatment? Well, that’s the only spot where you’re most likely to confuse it with another car… and that doppelganger would be a Forester.
On the inside there are some really nice design changes, though. Check out the interior pictures below.
The Sportage isn’t as conservatively styled as its sensible spec would suggest. Clearly influenced by the likes of the Porsche Cayenne, with the bonnet-mounted light fittings, curvaceous edges and strip-light across the tailgate, the overall look aims to put the “sport” in “Sportage”.
It has enough of its almost insectoid personality to be criticised as a straight rip-off though, for better or worse, and its most recent facelift in 2018 accentuated its best features. At least one criticism that can’t be leveled at the Sportage is that it looks boring.
The more aggressive look certainly sets it apart from the conservatively styled Hyundai Tucson with which it shares a chassis, and that’s even more evident on the inside where there’s a sportier asymmetrical dash with a raised centre-console and slick, three-spoke steering wheel.
While everything is ergonomic in here – with an added bonus of dials and shortcut buttons for the climate controls - the screen-in-dash look is getting a bit dated. The same could be said for the interior plastics, which are finished largely in the same drab grey colour, no matter which grade you pick. The design of them is nice, but anything under the soft dash-topper is hard to the touch.
Thankfully, everything is superbly put together with not a squeak or rattle to be heard on any of the test cars I sampled, and the pared-back application of silver highlights in the dash is tasteful. The quad-dial instrument cluster is a classic layout. There’s no option for a digital dash in the Sportage range.
The two-tone alloys look great, no matter which grade you pick, and aside from the flared bits and LED light fittings on the GT-Line, it’s genuinely hard to tell the grades apart from each other, which is good for low-spec buyers.
Overall, the Sportage presents a design which has aged well, thanks to a more risqué approach being taken when this generation first launched in 2016.
Subaru has taken some pretty big steps when it comes to changing the interior of the Outback, with the most prominent change being front and centre of the cabin – that huge new 11.6-inch touchscreen media system.
It’s a really interesting looking piece of technology, and like the existing media screen in the Outback, is crisp, colourful and offers quick response times. It’s something that takes a little bit of getting used to – the fan controls are digital, for instance, but there are buttons either side of the screen for temperature control – but once you’ve spent some time with it, you’d be surprised just how intuitive it all is.
The Apple CarPlay worked a treat, connecting up without hassle. And while it isn’t wireless CarPlay, we haven’t yet tested a car with that tech that’s worked as it should… so, yay for cables!
There are two USB ports below the screen, and two additional charging ports in the back seat centre section as well. That’s good, but there’s no wireless charging pad at all, which isn’t great.
And while the big screen has done away with the multiple screen layout and the huge number of buttons in the old car, the new one still has a number of buttons on the steering wheel, which are easy to learn too. I had some trouble acclimating to the blinker stalk, with the one-touch indicator trigger seemingly being a bit too hard to activate at times. It’s a quiet “ticker”, too, so there were a few times when I was driving with my indicator on for ages without realising it.
Storage is mostly really well considered in the Outback, with bottle holders and storage sleeves in all four doors, plus a pair of cup holders between the front seats (they are a little large if you prefer a small takeaway coffee), and in the back there’s a fold-down centre armrest with cupholders, too.
The front also has a small storage section below the media screen (not quite large enough for a large-format smartphone), plus there’s a covered centre console bin, and the dashboard design may have been inspired by the RAV4, as there’s a neat little rubberised shelf in front of the passenger where you could put a phone or wallet.
In terms of space for occupants, taller people will be fine in the front or the rear. I’m 182cm or 6’0” tall, and I managed to find a comfortable driving position, and was able to sit behind it with ample knee room, toe room and head space, too. The width is great, too, with plenty of room across the cabin. Three of me could easily fit side by side, but if you have children you’ll be happy to know there are two ISOFIX and three top-tether points for baby seats.
The back seat occupants should be kept happy as there are directional vents in all grades, while the top two specs score rear outboard seat heating, too. Nice.
There are some other nice inclusions for rear seat occupants, including recline adjust for the backrests of the seats, and the seatbelts are set in such a way that they should never get in the way when you lower the back seats down (60:40 split fold, actuated by triggers in the boot area).
Speaking of the boot space, there’s plenty. The new Outback offers 522 litres (VDA) or cargo capacity, with is 10L more than before. Plus, as mentioned, the seats fold flat to allow 1267L of luggage capacity.
Equivalent mid-size SUVs priced close to the Outback can’t match it for practicality, and the cabin’s look and feel is greatly improved over the previous model. It’s a very nice place to spend time.
Like most Korean SUVs, the Sportage has the idea of practicality cooked-in throughout its cabin. It starts in the front row, where the driver and passenger have access to some large cupholders in the doors and centre console (suitable for 500ml containers), a decently sized top-box and glovebox, as well as a very large trench in front of the shift-lever, which also hosts the USB and aux inputs, as well as dual 12V power outlets.
In the back seat, there are plenty of amenities, with decently sized cupholders in each door, pockets on the back of the seats, air-conditioning vents on the back of the console as well as dual power outlets. Another neat trick is that the Sportage has reclining rear seats, allowing extra comfort for rear-seat passengers, or extra boot space where required.
To its credit, the boot space is easy to use and comes with an adjustable rolling cover. Part of the reduction in sheer capacity is due to a full-size alloy spare living under the boot floor – a big bonus for regional buyers, who may need one as a matter of safety.
Leg and headroom are simply great, no matter which seat you’re sitting in, and the big rear doors on the Sportage open nice and wide – good for low-mobility passengers or those needing to fit a child-seat.
Price and features
The Subaru Outback range remains a value-focused option for customers out there who want a lot of car for their money.
It still starts under forty grand in sixth-generation guise, though prices have gone up somewhat compared to the old model, which Subaru says is justified by additional equipment and safety technology.
All models have the same powertrain, so it’s purely gear and goodies that separates the three variants: the entry-level Outback AWD ($39,990), mid-range AWD Sport ($44,490) and top-spec AWD Touring ($47,490). Those prices are MSRP/list pricing, before on-road costs.
Now, here’s a rundown of the range.
The base model AWD comes with 18-inch alloy wheels and a full size alloy spare, roof rails with stowable roof rack cross bars, LED headlights, LED foglights, push-button start, keyless entry, electric park brake, rain-sensing wipers, heated and power-folding side mirrors, fabric seat trim, leather steering wheel, paddle-shifters, electric adjustment for the front seats, rear seats with manual recline, and a 60:40 split-fold rear seat with boot release levers.
The AWD entry-level car – and both the variants above – have a new 11.6-inch touchscreen media screen in portrait layout, which incorporates Apple CarPlay and Android Auto smartphone mirroring tech. There are six speakers standard, as well as four USB ports (2x front, 2x rear).
The next model up the range is the AWD Sport, which – like the Forester Sport model – gets a number of aesthetic changes to help split it from its stablemates.
They include model-specific dark 18-inch wheels, black exterior trim changes, fixed roof rails, a power tailgate, water repellent interior trim with green stitching, heated front and outboard rear seats, sports pedals, light-sensing headlights (auto on/off) and it gets sat nav as part of the media screen, too. This grade scores a front view and side view monitor for parking/low speed driving, too.
The top-end AWD Touring has a few luxury-focused extras over the other grades, including an electric sunroof, Nappa leather interior trim, a heated steering wheel, auto dipping passenger side door mirror, memory settings for driver’s seat, satin finish door mirrors, silver highlight roof rails (with stowable crossbars), and gloss-finish wheels.
The interior also upgrades the stereo in this grade to a nine-speaker harman/kardon setup with subwoofer and single CD player. All grades have DAB+ digital radio too.
All grades have an array of safety technology, including a driver monitoring system that will warn you to keep your eyes on the road and monitor for signs of drowsiness, and in the top-spec model includes face recognition that can adjust the seat and side mirrors for you.
All models come with a reversing camera, Subaru’s EyeSight forward facing camera system that incorporates AEB, lane keeping, adaptive cruise control and more. There are full details on the safety systems and their operability in the section below.
Things missing from any grade of Outback? It would have been nice to have a wireless phone charger, and there are no traditional parking sensors, either.
Overall though, there’s a lot to like across multiple grades, here.
If you’re interested in colours (or colors if you prefer), then you might be intrigued to know there are nine colours available. Two can’t be had on the AWD Sport grade - Storm Grey Metallic and Crimson Red Pearl – but it can be had in any of the remaining colours, as can the other trim levels: Crystal White Pearl, Magnetite Grey Metallic, Ice Silver Metallic, Crystal Black Silica, Dark Blue Pearl, and the new Autumn Green Metallic and Brilliant Bronze Metallic.
The best news? None of the colour choices will cost you any extra money!
You did read that right, the Sportage range – despite looking exactly the same as last year’s iteration – has received a mild nip and tuck, which includes new variants and pricing. As before, the Sportage range is offered with a choice of three engines, two petrols and a diesel, with either front- or all-wheel drive across four trim levels. All prices on the Sportage range are drive-away.
Kicking off the range is the S, which is available as a 2.0-litre petrol front-wheel drive in either a re-introduced six-speed manual ($28,990), six-speed auto ($29,990) or as an eight-speed auto diesel AWD ($36,990).
Standard spec, even on the entry-level car, is impressive. Included are 17-inch alloy wheels (no steelies here), LED DRLs (but halogen headlights), leather-trimmed wheel and shift-lever, hard-wearing cloth seat trim, a 3.5-inch dot-matrix info screen in the dash, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android auto support, dual-zone climate control, as well as rear parking sensors and camera. Another nice touch is that the base S model also scores auto rain-sensing wipers as standard.
Considering the standard active-safety suite explored in the safety section of this review, the S could easily be the pick of the range of any other SUV lineup, but our pick is still the mid-grade SX (previously known as the Si).
Available in the same three drivetrain choices at a $2500 premium, the SX adds larger 18-inch alloy wheels, front-facing parking sensors, a more impressive-looking 8.0-inch touchscreen with DAB+ digital radio and built-in sat-nav, backed by an eight-speaker JBL audio system. We’d say the extra spice is well worth it, making the SX our pick.
Jumping up to the SX Plus (previously the SLi) adds leather seat trim (which is hard-wearing, but isn’t the most luxurious-feeling fake leather on the market), an upgrade to the visual treatment with chrome and gloss black highlights, a larger colour TFT screen embedded in the dash, and, for the first time in a mid-grade Sportage, a powered tailgate. The SX Plus is well equipped, but if you can do without leather seat trim, it's not really worth the $7000 like-for-like switch up from the SX…
Available as an all-wheel-drive only, the penultimate Sportage is the GT-Line. Finally gaining a full suite of LED front lights and, frustratingly, the only way to specify a Sportage with blind-spot monitoring, active cruise control and rear cross traffic alert, the GT-Line is relatively expensive, even for the segment, at $46,490 for the 2.4-litre six-speed auto petrol or $49,490 for the eight-speed auto turbo diesel.
Other fruit for the extra money includes a sports bodykit, aggressive 19-inch alloy wheels, a panoramic sunroof, flat-bottomed sports steering wheel, a wireless phone-charging bay, and an automatic-parking suite.
Engine & trans
The engine in all Subaru Outback 2021 models is a “90 per cent new” 2.5-litre four-cylinder “boxer” horizontally opposed petrol engine.
The motor produces 138kW of power (at 5800rpm) and 245Nm of torque (from 3400-4600rpm). Those are modest increases – 7 per cent more power and 4.2 per cent more torque – compared with the old Outback.
It is only available with a “refined” Lineartronic continuously variable transmission (CVT) automatic, but all grades come with paddle-shifters as standard, so you can take matters in to your own hands – Subaru says there’s an “eight-speed manual mode”.
Towing capacity for the Outback range is 750kg for an unbraked trailer and 2000kg for a braked trailer, with a 200kg down weight for the tow bar. You can option a towbar as a genuine accessory.
Now, the elephant – or elephants – in the Outback are that it doesn’t launch with a hybrid powertrain, which means it’s falling behind the class leaders (yes, we’re talking about the likes of the Toyota RAV4, but even the Forester has a hybrid powertrain option!).
And the old diesel engine has been axed, plus there’s no six-cylinder petrol variant as there was in the previous model.
The Sportage is offered with a choice of three engines, all of which are unremarkable.
These engines are also starting to show their age, but the fact that you can choose either petrol or diesel across the range will be a win for some consumers.
The 2.0-litre petrol offered as the front-wheel drive option on the S, SX, and SX Plus grades produces 114kW/192Nm and can be chosen with either a six-speed auto, or a six-speed manual on the bottom two grades.
The 2.0-litre turbo diesel engine offered across the range with only an eight-speed automatic in all-wheel drive produces a better-sounding 136kW/400Nm (hence the price hike).
The GT-Line is the only grade that can be had as a petrol in all-wheel drive, it benefits from a larger 2.4-litre petrol engine with outputs set at 135kW/237Nm, paired only to a six-speed automatic.
It would be nice to see higher tech turbocharged petrol engines make it to the Sportage range for the sake of both power and fuel efficiency, but these kinds of dated petrol powertrains are par-for-the course in the Australian mid-size SUV landscape.
A benefit to many drivers will be the torque-converter automatic transmissions, rather than their lacklustre CVT counterparts, which appear in most of this car’s Japanese rivals.
The official combined cycle fuel consumption figure – that’s the claimed fuel economy the brand reckons you should achieve across a mix of driving – is stated at 7.3 litres per 100 kilometres.
That’s pretty good, and it’s aided by the engine’s start-stop technology that even has a readout that tells you how many millilitres of fuel you’re saving when it’s active. I like that.
In our real world testing we saw a return – at the pump – of 8.8L/100km across highway, urban, back road and traffic jam testing. That’s not bad, but in similar driving in a Toyota RAV4 hybrid I’ve seen economy of about 5.5L/100km.
We assume Subaru Australia will add a hybrid version of the Outback at some point (like it has with the XV Hybrid and Forester Hybrid), but at this point in time, the petrol engine is your only choice.
Fuel tank capacity is 63 litres, and it can take 91RON regular unleaded.
A downside to old engines with rigid transmission ratios pulling heavy SUV bodies is a notable cost in the fuel-consumption department.
The 2.0-litre front-drive variants carry claimed combined fuel-consumption figures of 7.9L/100km, but the figure most people will experience is in the rather more honest official “urban” figure of 10.9L/100km.
In my back-to-back tests of the 2.0-litre petrol versions of the SX and SX Plus I produced figures on either side of that number, scoring 10.5L/100km and 11L/100km in the real world, over about 350km of testing respectively.
Not great, then, and those figures are easily bested by CVT rivals – even the 2.5-litre all-wheel-drive Forester – according to real-world figures put on the board in recent CarsGuide reviews.
Mercifully, the Sportage is capable of drinking base-grade 91RON petrol to fill its 62-litre tank.
If you’ve driven a previous-generation Subaru Outback, you’re not going to feel like this is unfamiliar territory.
That’s because this version, well, it sticks to the formula. Even if you’ve driven the new Forester, it might feel pretty familiar.
Much of that comes down to the engine and transmission. The 2.5L four-cylinder boxer is a strong engine, but not a punchy one. It offers good response and smooth power delivery for the most part, and it will push you back in your seat if you plant your foot, but not in the same way a petrol-electric hybrid or a turbocharged four-cylinder might.
And while there is still some Subaru “boxer” rumble from under the bonnet, it’s largely a pretty hushed place to be when you’re driving it in normal circumstances. If you accelerate hard you’ll hear the engine more, and that’s down to the behaviour of the CVT automatic.
Some people will hate it because it’s a CVT, but Subaru does a pretty good job with these transmissions, and in the Outback it’s as inoffensive as they come. And yes, there is a manual mode with paddle shifters if you want to take matters into your own hands, but for the most part, you shouldn’t really need to.
The steering is direct and offers good weighting and response, pivoting pretty well in corners while also allowing you to turn the car easily when you’re parking. There’s not much feel to the steering, but that’s not what this car is about, and thankfully the trademark Subaru visibility from the driver’s seat means it is easier to park than some other SUVs out there.
The ride is mostly good, with a supple character that is more about comfort than anything else. It’s a little more softly sprung and a touch underdamped than some people might like, meaning it can be a little wobbly or jittery depending on the road, but I think it’s the right balance for the intent of the car – a family wagon / SUV that has some potential off-road chops.
It is all-wheel drive after all, and there is Subaru’s X-Mode system – with snow/dirt and deep snow/mud modes – that should be helpful if you find yourself off the beaten path. I did some light gravel track driving in the Outback, and found its 213mm ground clearance to be plentiful, while the suspension was pretty well sorted.
The Sportage’s engine choices don’t offer the most modern drive experience on the mid-size SUV market, but its locally tuned suspension really makes it stand apart from the pack. This means it’s at its best in most driving scenarios you’ll experience in Australia. I’ve driven Sportage variants on long-distance freeway drives, across the worst, most potholed streets Sydney’s CBD has to offer, as well as rutted gravel tracks on the other side of NSW’s Blue Mountains, and all of them behaved admirably, everywhere.
On the axis of sport-to-comfort I’d say the Sportage’s ride sits slightly to the sportier end of the equation. It’s a stiffer ride than the Honda CR-V, Nissan X-Trail, or the new Toyota RAV4, for example. Yet it seems to strike a more comfortable balance than the sporty CX-5.
The handling is really nice for an SUV this size, as I’ve said in previous reviews – it’s nimble and feels almost like you’re piloting a giant hatchback. For reasons I can’t seem to pin down, I vastly prefer the Sportage’s ride and handling to that of the Tucson. It just feels more balanced all round than its Hyundai cousin.
The engines are a bit of a letdown, however. While all are adequate for city-commuting duty, on the open road and up hills the petrol drivetrains get thrashy and noisy quickly – and at higher revs the limitations of these engines' outputs become apparent.
That having been said, both automatic transmissions are slick and predictable. When power is needed they also lock into gear nicely, unlike their CVT competition. We are yet to sample the re-introduced manual variants.
There is no ANCAP crash test safety rating as yet for the 2021 Outback range, but it has a lot of the technology and safety goodies that customers shopping for a family SUV or wagon would expect.
As standard there is Subaru’s EyeSight stereo camera system that reads the road ahead, and it incorporates forward/front autonomous emergency braking (AEB) for vehicles that works between 10km/h and 160km/h. There's also pedestrian AEB (1km/h to 30km/h) and cyclist detection and AEB (60km/h or less), and it has lane keeping technology with emergency lane keep assist that can swerve the car to avoid impacts with cars, people or cyclists (approximately 80km/h or less). Lane departure prevention works from 60km/h to 145km/h.
All grades also get blind spot monitoring with rear cross-traffic alert, adaptive cruise control, a driver monitor camera that watches the driver and warns them if they’re not paying attention to the road or starting to get drowsy (the top-spec model’s version of this also includes seat and mirror adjustment memory based on your face!), plus there is speed sign recognition, too.
All grades have a reversing camera, while the top two specs have front view and side view cameras, but none have a 360-degree surround view camera. All models also have rear AEB, a system Subaru calls reverse auto braking (RAB) that can halt the car if it detects there’s something behind it when you’re backing up. It also doubles as reversing sensors for all grades, but none have front parking sensors.
And there are other elements to the safety matrix, including Lead Vehicle Start Alert (the cameras tell you when the car in front has driven off) and lane centring (to keep you in the middle of your lane), both of which operate between 0km/h and 145km/h, and there is adaptive high beam lights on all grades, too.
The airbag count for the Outback is eight, with dual front, front side, driver’s knee, passenger centre-front, and full-length curtain coverage.
Even just last year, the Sportage’s standard active-safety equipment would have been considered pretty good, even a whole point better than what I’ve given it here. The thing is, though, thanks largely to ANCAP and EuroNCAP’s far more stringent analysis of active technology in the last year, the game has been raised by many of the Sportage’s competitors.
It would be nice, for example, to see active cruise control and blind-spot monitoring available on the SX Plus grade, or, better still, available as an option pack across the range, a-la-Hyundai’s approach.
And now, with the introduction of high-tier active-safety suites on low-spec variants of the Toyota RAV4, Mazda CX-5 and Subaru Forester, it’s hard to give the Sportage flying colours in this department.
Still, the fact that auto emergency braking (AEB), lane-keep assist (LKAS) and driver-attention alert (DAA) ship on the base-model S is reasonably impressive.
Outside of that, all Sportage grades get six airbags, the expected stability and brake controls, as well as three top-tether and two ISOFIX child-seat mounting points.
The Sportage carries a maximum five-star ANCAP safety rating as of this-generation’s launch in 2016.
Subaru doesn’t go beyond expectations in the mainstream class, with a five-year/unlimited kilometre warranty now par for the course.
The brand also has shorter maintenance intervals than some, with services scheduled every 12 months or 12,500km (most are 15,000km intervals).
The costs of maintenance aren’t that low, either. After an initial free checkup at one-month, the services cost: $345 (12 months/12,500km); $595 (24 months/25,000km); $351 (36 months/37,500km); $801 (48 months/50,000km); and $358 (60 months/62,500km). That averages out at about $490 per service, which is high.
If you’re worried about budgeting for that cost every year, you can bundle a service plan into your financing – a smart move, if you ask me. There are two options available: a three-year/37,500km plan and a five-year/62,500km plan. Neither saves you money over pay-as-you-go, but these plans also include three years roadside assist and the option of a free loan car when it comes time to service your own Outback. And if you decide to sell, you can pass that service plan on to the next owner.
Just make sure you don’t smash the windscreen – the camera system integrated into the glass means a new windshield is a $3000 part!
Kia continues to lead the pack with a seven-year, unlimited-kilometre warranty, which is two years more than the acceptable segment standard. That’s also backed by eight years of roadside assist if you service at an authorised dealer.
There’s also a comprehensive capped-price-servicing program for the life of the warranty, averaging out to a not-particularly-cheap $391.71 per year for the 2.0L petrol, $408.14 for the 2.4L petrol, or $511.43 for the diesel.
The Sportage will have a battle on its hands in the coming years, with fellow Korean competitor, Ssangyong, looking to launch its new-generation Korando with a highly competitive seven-year ownership program.