Tesla Model Y vs Kia Sorento

What's the difference?

Tesla promised wholesale improvements to the Model Y, and this Juniper update delivers where it counts. But with increased, and sometimes cheaper, competition arriving every day, the pressure remains on Tesla to keep the Model Y ahead of the pack.

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.

We’re not talking massive changes here – more a modernising of the Model Y offering that doesn’t really change the shape or dimensions. 

The most noticeable changes outside are the front and rear light bars, spanning the width of both the bonnet and the boot. They’re a nice touch, and seriously soften what many (including me) consider the worst angles of the Model Y. There are also new headlights, a refreshed front bumper and a new look for the alloy wheels.

Inside, it is the absolute definition of pared-back minimalism. In fact, some could argue it’s gone a little bit too far.

There are no physical buttons anywhere but on the steering wheel, and there's just the one stalk, which has the sole function of operating the indicators. Everything else - mirrors, windscreen wipers, headlights etc - are accessed either through the steering wheel, or through the central screen.

And that includes the gear selector, which is now a swipe-down-for-reverse, swipe-up-for-drive function on the central screen. You might love that, but I don't. I'm sure I'd get more used to it, but initially it did nothing but slow down how quickly I could get the car moving.

Helpfully, the central screen is big and very easy use, and logging into Spotify and Apple CarPlay does largely negate the missing phone mirroring – though if the function exists, I couldn't get it to read my incoming texts to me.

Our test car's cabin was black but highlighted with quality-feeling fabric panels in the doors and on the dash, which are then framed by a metallic-feeling mesh, helping the Model Y's cabin feel definitely elevated from the vehicles that came before it.

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 new Model Y stretches 4792mm long, 1982mm wide and 1624mm tall, and the practicality perks of the outgoing model still shine strongly in this new version.

Climb into the backseat and you’ll find a seriously spacious area, and one that feels even bigger and lighter thanks to the completely flat floor and the glass roof.

Even sitting behind my own 175cm driving position, there was ample knee and headroom, and the addition of the 8.0-inch rear screen, which supports two headphone connections, is a clever touch. Gone are the mind-numbing days of staring out the window on long family road trips. Now, kids get access to YouTube, Netflix and a heap of games.

There are also two USB charge points, and a pull-down divider that separates the comfortable rear seats. The door pockets front and rear are sizeable, and cabin storage abounds, including a hugely deep storage bin that separates the front seats.

Open the boot, and remove the shade, and you'll find another fairly massive storage area, including a deep hidden area under the boot floor. But you won't find a spare tyre – instead Tesla offers a 24-hour call-out service for the life of the warranty, where someone will come and repair or replace your tyre, should you have an issue.

Tesla isn't good at detailing specifics about its vehicles, but says you can expect a total 2138 litres of storage space in the Model Y, presumably with the rear seats folded flat and measured to the ceiling.

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.

Again, Tesla keeps its cards close to its chest on specific outputs, but data we've seen points to this Tesla's rear-mounted electric motor producing 255kW, a smallish increase from the 220kW of the outgoing model.

Tesla says that's enough to produce a sprint to 100km/h time of 5.9 seconds.

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.

Again, more cloak and dagger from Tesla here, but most reporting suggests a 75kWh battery is housed beneath the new Model Y.

We do know that our rear-drive Model Y will deliver a claimed 466km driving range on the WLTP cycle.

Charging is capped at a reported 220kW, with the brand suggesting 238km in driving range can be added in 15 minutes when using a 175kW Supercharger. Home AC charging is capped at 11kW.

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.

Reviewing a Tesla Model Y at the moment is no mean feat. The company's very public figurehead is fighting for a front-row grid position in the battle for world's most unlikeable human at the moment.

But anyway, journalist hat on, personal views aside, Tesla has done a good job with the new Model Y. I actually didn't much like the outgoing model – the ride was too harsh, the steering too darty and the cabin too austere – but Tesla has comprehensively overhauled each of those drawbacks to create a car that is genuinely much better than it has ever been before.

Let's start with the cabin. It's still austere, but the quality feels higher and more premium, and while I'll die on a hill of the screen-controlled drive selector being a bad idea, it is otherwise now a nice place to spend time. The screen and the software powering it largely replace the perks of Apple CarPlay, and the addition of the rear screen is a very good one, too.

But the biggest improvements are in the way the Model Y drives. It's far more compliant on Sydney roads, while the steering sensitivity has been dialled back so it doesn't feel as though you're constantly making corrections.

I also like the power delivery in the RWD. It's not lightning fast, but the grunt is constant and feels really instantaneous and usable.

It's no sports car, though. Our test car took in some of the windiest roads in greater Sydney and beyond, and while the body roll and composure feels on point, the Model Y does struggle with really sharp cornering. The aggressive traction control was a constant passenger on the really challenging stuff.

Overall, the improvements are good, and very noticeable.

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.

Underwhelming, I'm afraid. A four-year/80,000km warranty might be the worst offered by any mainstream brand in the country. For the record, five-year/unlimited km is now the minimum standard, with many brands far exceeding that.

Servicing intervals are a bit scattered, with the brand instead listing when things need to be done, rather than a traditional schedule.

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.