Toyota RAV4 VS Kia Sorento
- Comfortable ride
- Great value
- Smaller boot compared to rivals
- Seating position is high in GT-Line
- Grey, blue or white - pick a colour
An all-new Toyota RAV4 doesn't just happen. Over the life of the model, there have been four generations over 25 years, which suggests that Toyota invests a lot of time and effort in the development of its mid-sized SUVs.
Now there's a fifth-gen version. The Toyota RAV4 2019 model is more advanced, more high-tech, safer, smarter and more spacious than any version that has come before it.
So, what's it like? Presumably pretty good, right? Read on to find out.
|Fuel Type||Regular Unleaded Petrol|
How do you make something that was already great even better?
I'm only asking because the last Kia Sorento had very few faults, and this new one arriving must have set Kia’s engineers a bit of a challenge. Could they improve the little bits that needed fixing while leaving everything that was good about the Sorento alone? Or would tinkering with the winning formula take some of the shine off Kia’s large SUV?
We headed to the launch of the new Sorento to find out.
|Fuel Type||Regular Unleaded Petrol|
This could well be the most complete Toyota model ever made. The brand has nailed the brief with this mid-sized SUV, and in a market where it has traditionally been one of the go-to players, customers now have even more reasons to look at the RAV4 than ever before.
We can't wait to see just how well it stacks up against its rivals in a comparison test. Stay tuned for that.
The Sorento was always great, and Kia could have easily just released an updated car with a new bumper and called it a new model. But the brand has instead jumped in and fixed a few issues that needed addressing, like the ride, the smaller display and the (lack of) safety features.
Now you have an SUV that’s just as practical and good value as the last one, but also one that drives better and is safer, too.
The sweet spot in this Sorento range for me is the SLi petrol. For just $4000 more than the base price this grade comes loaded with features and includes proximity unlocking, auto tailgate and the Harman Kardon stereo.
Would you pick Kia Sorento over a Mazda CX-9 or Toyota Kluger? Tell us what you think in the comments below.
This is perhaps the most masculine RAV4 ever - it's like the brand is trying to appeal to dads this time around, as well as mums.
And while it might look like it has take a step up in size, a lot of that comes down to the exterior design and the platform the brand has built the new model off.
Read More: Toyota RAV4 2019 review: GXL 2WD
Read More: Toyota RAV4 2019 review: GXL hybrid 2WD
Read More: Toyota RAV4 2019 review: Cruiser 2WD
Read More: Toyota RAV4 2019 review: GX 2WD
Read More: Toyota RAV4 Hybrid 2019 review: snapshot
Read More: Toyota RAV4 Cruiser 2019 review: snapshot
Read More: Toyota RAV4 GX 2019 review: snapshot
The dimensions are as follows: the new model is 4600mm long in GX, GXL and Cruiser guise - which is 5mm less than the previous model. The Edge version is a touch longer at 4615mm. In terms of width, the new model is 1855mm (GX, GXL, Cruiser) and 1865mm broader in Edge guise - so, 10mm and 20mm wider than the old model. As for height, the new model is 1685mm (GX, GXL, Cruiser) or 1690mm (Edge), which is 30mm/25mm lower than the existing model.
That translates well to interior dimensions, too - there's plenty more space, and the cabin has a lot more design flare than it used to.
But the exterior design is the real talking point - the comments on our Facebook walk around video were divided, but I reckon in person it looks really beefy. The standout is the Edge model, which brings a different look - it gets a model-specific front bumper design, grille, skid plate, wheel-arch mouldings, fog-lamp surrounds and rear bumper. It also rides on distinctive 19-inch alloys.
Lower grade models also look pretty slick, and even the low-grade GX with its 17-inch rims looks pretty smart, especially in the bright blue hue.
You'll have to use your imagination to figure out what it would look like with side steps, or a body kit with a more outlandish rear spoiler... though we have no doubt someone will do it. And hey, if you wish there was another soft top version of the RAV4 like we saw way back in the 1990s, you'll be sadly disappointed - it's a hardtop only affair.
Check out the interior photos to see what you make of the fake leather trim... More on the interior below.
If you can spot the difference between this new Sorento and the previous one, write in and we’ll give you a hat. That is, if we have any left. Which we probably will because we have a lot of hats, and because the differences aren’t too easy to spot.
Look, I’ll even give you a clue; the grille is glitzier, the headlights have been redesigned and so have the taillights, the rear bumper has been restyled and all grades now have a chrome exhaust. All grades have new wheel designs, too.
That premium feel continues into the cabin, with dark textured materials and an excellent fit and finish.
The cockpit isn’t the most modern (compared to, say, the CX-9), but the new eight-inch screen is on the bigger side by current standards, even if its setting and the controls and dials around it are beginning to date.
You can have your Sorento in any colour as long as it’s grey. Okay, that’s not true, there’s also 'Gravity Blue', 'Snow White Pearl' and 'Clear White', joining a trio of greys; 'Silky Silver', 'Metal Stream' and 'Platinum Graphite'.
The Sorento’s dimensions have changed slightly – this new one is longer by 20mm, now 4800mm end-to-end. The height has stayed the same at 1690mm with roof rails, and its width is still 1890mm.
The cabin of the new RAV4 is a big step up in quality, but also in terms of space smarts.
There is good storage available throughout, with a cup holder count of four (two front, two rear in the fold-down armrest), bottle holders in all four doors, and reasonable loose item storage up front near the shifter, between the seats, and even a small Kluger-like shelf in front of the front passenger. Rear seat occupants get a map pocket, and it's not one of those nasty mesh ones.
Human room is really good, too.
Up front there's great seat comfort and pretty good levels of adjustment, though the front passenger seat is quite high in all models, and you can't get electric front passenger adjustment on any model.
The second-row space is exceptional - possibly class leading, in fact. I'm 182cm (six-feet in the old money) and with the driver's seat set to my position I had inches of legroom space, good toe wiggle room, good shoulder room and excellent headroom. If you're a parent with tall teens, this will definitely do the trick - and if you're kids are little, there's easily enough room for a pair of child seats (maybe even three, but we'll have to get CarsGuide Family reviewer Nedahl Stelio to conduct that test on the new RAV4!).
The luggage capacity is a big improvement, too - the boot size is now 580 litres, up 33L on the existing model, with the boot space dimensions extended by 65mm. The boot also features a reversible liner for the dual-level boot floor setup, and there's a cargo cover (or tonneau cover, if you prefer) for the storage space as well. Fleet buyers or dog owners will be able to get a cargo barrier at some point, too. My main complaint for the boot is the electric tailgate system is quite slow.
The GXL, Cruiser and Edge models are fitted with roof rails - helpful for adding a roof rack system.
The answer is very. Both head and legroom in the front is excellent, even in sunroof-equipped models, and at 191cm I can sit behind my driving position with about 40mm of space between my knees and the front seatback.
Headroom in the second row is good, but the same can’t be said for the third row which has limited headspace for me - although legroom can be made better because the second row seats slide forward on rails. That said, I could set the seats - the third row, second row and front row - and sit in them all with a little breathing room.
With all seats up, though, there’s just 142 litres of room left for luggage. That was enough to fit two airline overhead luggage cases, but if you have a big family and you’re heading away on holiday, you’ll need to invest in a roof pod. A genuine 450-litre Kia pod for the Sorento costs $995.42.
With the third row folded flat the luggage capacity increases to 605 litres, which sounds enormous, but the Mazda CX-9’s is 810 litres.
Cabin storage is great with two cupholders in each row. There’s two large storage trays in the back row, too, plus there’s a giant centre console storage bin big enough to hide a small backpack, great under-dash storage in front of the gear shifter and big bottle holders in all doors.
Price and features
How much is a Toyota RAV4? Well, that depends on which model in the range you choose. Here's a price list - model by model - that should act as a guide to the trim levels. These prices are before on-road cost (also known as RRP), but not drive away prices. You may have to wait a little while for deals.
The line-up kicks off with the GX, the standard features levels are generous.
Standard gear includes auto LED headlights (hoorah - no xenon, projector or HID bulbs!), taillights and daytime running lights as well as LED front fog lamps, heated and folding electric exterior mirrors, auto wipers, 17-inch alloy wheels with temporary spare (optional full-size wheel available), fabric seat trim, a urethane steering wheel, air conditioning with rear vents, an 8.0-inch multimedia touch screen with Bluetooth phone and audio streaming, a sound system with six speakers stereo, AM/FM/DAB radio, one USB port, plus a GPS navigation system with SUNA live traffic is standard - yep, sat nav on every model.
There is no Apple CarPlay or Android Auto - yet. The brand has announced it will be fitting the iPhone iOs / Android mirroring tech to all models from the fourth quarter of this year, and every version sold before then can be retrofitted with the integration. No DVD player, though, and no CD player or CD changer. You'll just have to upgrade to the MP3 age, man.
Hybrid GX models add dual-zone climate control AC and smart key / keyless entry central locking with push button start. All GX models get an electric park brake and rear mudflaps.
The safety on offer is also solid, with all grades getting auto emergency braking with day/night pedestrian detection and daytime cyclist detection, lane keeping assist (manual models with a slightly lower-grade system), adaptive cruise control (with stop-and-go for auto models, high-speed only for manuals), auto high beam lights, road sign recognition and alerts, blind spot monitoring, rear cross-traffic alert, a reversing camera, front and rear parking sensors, and seven airbags (dual front, front side, side curtain and driver's knee).
Next up the model range is the GXL, which adds roof rails, window tint at the rear, 18-inch wheels with a 17-inch temporary spare, front and rear mudflaps, "premium embossed fabric seats", a leather steering wheel and shifter, an auto-dimming rearview mirror, dual-zone climate control, Qi wireless phone charging, keyless entry and push-button start.
The camera has active guidance lines on the display, plus you get three front USBs and two rear USBs.
Third up the ranks is the Cruiser grade, which is visually differentiated by a silver grille, chrome door handles, a "moon roof", 19-inch alloy wheels with a temporary 18-inch rims for the petrol versions (18-inch black alloys with a temporary 17-inch spare for hybrid versions).
The Cruiser's interior almost feels like it has been with the "premium package", with leather-accented seats, heated front seats, 10-way electric driver's seat adjustment with memory settings, leather-accent door trims, a 7.0-inch driver info display, ambient lighting, a reversing camera with a 360-degree monitor, a power tailgate and a nine-speaker JBL sound system with subwoofer.
Top of the range in the model comparison is the RAV4 Edge, which almost looks like a sport edition for outdoorsy people. It can be had in "Jungle Khaki" paint - none of the others can - and inside there is "Softex" fake leather seats, heated and ventilated front seats, but the driver's seat weirdly loses the memory function. A panoramic sunroof is optional ($1300) in this grade.
No model comes with a heated steering wheel, nor is any equipped with a seat belt extender or Homelink smart garage door opening. But you will find a tool kit and a spare wheel under the boot floor in each instance - no tyre repair kit here.
On the topic of colours (or colors, if that's how you spell it where you're reading this), there is only one no-cost option colour in the range - Glacier White. The other options are Crystal Pearl (white - not available on GX or Edge), Silver Sky (not available on Edge), Graphite (grey), Eclipse Black, Atomic Rush Red, Eclectic Blue and Saturn Blue (dark blue - not available on Edge). There is no proper green hue, to speak of, but the Jungle Khaki paint for the Edge is close enough.
As for accessories, you should be able to get floor mats in every one of these straight off the showroom floor, and you should be able to get a bull bar, nudge bar or snorkel if you shop around.
There are four levels in the Sorento line-up. It starts with the petrol Si, which lists for $42,990 ($45,490 for the diesel), then steps up to the Sport for $44,990 (the diesel is $48,490), the SLi for $46,990 ($50,490 for the diesel), and the-top-of-the-range (and diesel-only) GT-Line for $58,990.
Prices have increased over the previous Sorento, with the GT-Line now $500 more expensive, the SLi price is up by $1000, the Sport (which used to be the SLi Limited) is up by a $1000 and the Si petrol is $2000 more.
A $60k list price is a decent chunk of moolah to hand over, but if you have a look at the specification sheet it’ll take you about 1.5 seconds to see that the entry grade Si comes loaded with features and possibly everything you’d want anyway, so there is really no need to bother with options.
The Si has the same eight-inch display that comes standard across the range, as well as Apple CarPlay and Android Auto and a six-speaker stereo with digital radio. There’s also nav, a reversing camera, dual-zone climate, auto headlights with LED DRLs, roof rails, a rear spoiler and 17-inch alloy wheels.
The Si also comes with a barrage of new advanced safety equipment which you can read all about below.
The Sport is the Si but with 18-inch alloys and leather seats. Then stepping up into the SLi adds a 10-speaker Harman Kardon stereo, proximity unlocking, auto tailgate, powered front seats, tinted rear glass, alloy pedals, LED taillights, alloy treadplates and faux-wood trim on the centre console.
The GT-Line is swamped with even more features. Things like heated front and rear seats, panoramic sun roof, 360 camera, LED ‘bending’ headlights, a heated steering wheel, window sunshades in the second row, dual chrome exhaust and 19-inch alloy wheels. None of it is necessary, but all of it is nice to have.
Engine & trans
If you love nothing more than deciphering specifications and ratings, you're in for a treat.
The GX, GXL and Cruiser can be had with a 2.0-litre four-cylinder petrol engine, which is only available in front-wheel drive layout, but can be had with either a six-speed manual transmissions (GX only) or CVT auto gearbox (GXL and Cruiser). The 2.0-litre motor is good for 127kW of power and 203Nm of torque.
Stepping up in engine size, the GX, GXL and Cruiser models are also available with a 2.5-litre petrol-electric hybrid, which teams a four-cylinder Atkinson Cycle engine (with 131kW and 221Nm) to an 88kW/202Nm electric motor. The total combined power output is 160kW for the 2WD. The figure jumps to 163kW for the AWD, which gets an additional on-demand 40kW/121Nm electric motor at the rear axle. As is Toyota's way, there's no combined torque figure. All hybrid models run a CVT automatic transmission as standard, and you can run on EV mode under light loads.
The top-spec Edge variant is the only model not available with a hybrid powertrain. Instead, it cops a 2.5-litre petrol four-cylinder engine with 152kW of power and 243Nm of torque. It has an eight-speed automatic transmission, and comes with all-wheel drive - the AWD system can split torque between 100 per cent front bias down to a 50:50 ratio front/rear, and rear-axle dynamic torque vectoring. It's not a proper 4x4 system, but Edge models also get a terrain select system with mud & sand, rock & dirt, and snow modes.
Towing capacity varies depending on the model - but it's safe to say that if you plan on fitting a tow bar and pulling a large load, you ought to get a version with AWD as the load capacity is bigger and better.
The GX/GXL/Cruiser 2WD (or 4x2) petrol models can deal with 800kg braked towing, while the 2.5L AWD Edge model has a maximum braked towing capacity of 1500kg.
The GX/GXL/Cruiser front wheel drive hybrid models offer a measly 480kg maximum towing, while the AWD hybrid models match the Edge, with 1500kg braked towing.
No gross vehicle weight is specified, but the RAV4 range spans from 1515kg (kerb weight) for the entry-level petrol up to 1745kg for the AWD hybrid.
If you're concerned about manual transmission issues, clutch and gearbox complaints, automatic transmission problems, or battery concerns, check out our Toyota RAV4 problems page.
The petrol Sorentos are front-wheel drive and the diesels are all-wheel drive. There’s no manual gearbox but the six-speed automatic transmission from the old car has been replaced by an eight-speed unit.
The 3.5-litre V6 petrol is a new engine (the previous one was a 3.3-litre unit).
The 2.0-litre petrol model claims official combined cycle fuel consumption of 6.8 litres per 100 kilometres for the manual, and 6.5L/100km for the auto. We've leave you to figure out the km/l numbers!
Fuel economy for the 2WD hybrid is 4.7L/100km, while the AWD uses a claimed 4.8L/100km -two new petrol benchmarks for the segment. It's like an eternal eco mode!
Fuel use for the Edge's AWD 2.5L engine is 7.3L/100km - this engine is only in the Edge model, yet it still undercuts most of its rivals with similarly-sized engines and AWD.
The fuel tank capacity is 55 litres in size across all models, but it's fair to say your mileage will vary based on the drivetrain.
On test, I was extremely impressed by the dash-displayed average in the AWD hybrid models I drove - 5.5L/100km in the car that we drove through the city and outskirts of Adelaide to the hills; and 5.8L/100km for the version that did a longer freeway stint.
The Edge model saw a return of 10.5L/100km displayed, while the GX 2.0L manual indicated 8.3L/100km, and the GX 2.0L CVT was showing 9.2L/100km.
The petrol engine is thirstier than the diesel, but not by as much as I’d have expected. We drove both on similar roads at the launch of the new Sorento and the V6 was using an average of 9.5L/100km according to the trip computer after crawling through Sydney’s urban streets, then onto highways before climbing the winding roads into the Blue Mountains. That’s lower than the 10.0L/100km that Kia reckons the V6 should use in combined driving conditions.
The diesel engine was using an average of 8.2L/100km on mainly country roads. Remember, though, that the diesel is an all-wheel drive. Kia says 7.2L/100km is the official fuel figure.
Then from Katoomba in the Blue Mountains to Sydney airport, the V6 petrol used an average of 7.8L/100km.
You should also know that even though the V6 is bigger than the previous one it only drinks 0.1L/100km more fuel.
The all-new RAV4 lives up to our expectations.
The brand has some form when it comes to vehicles that have been built off the "Toyota New Generation Architecture", or TNGA, which underpins the new Corolla, Camry, C-HR and Prius. So we expected the RAV4 to be good to drive, more fun than the last one and more confident and refined, too. And it is.
The drivetrains are perhaps the most impressive piece of the puzzle - and yes, the hybrid is the standout. The way the petrol engine, CVT transmission and electric motors work together to ensure the best propulsion in any given circumstance is, quite frankly, excellent.
There is easily enough performance for the vast majority of families, too - sure, you won't be bragging about a scorching "0 100 acceleration" time, but the hybrid RAV4 gathers speed with less effort than you might think, as the battery can give you a boost when you plant your right foot.
And it doesn't sound bad, either, aside from a little bit of whirring from the drivetrain at lower revs. There's a little bit of road noise to contend with - the bigger the wheels, the thinner the tyres, the more noise you'll notice - but it's never deafening, even in the back seat.
The braking confidence of the hybrid model is good too - there's very little of that 'wooden' feel that some hybrid brake pedals exhibit, and it pulls up strongly.
I thought the 2.0-litre base petrol engine might feel undercooked - but it isn't. It's really quite vibrant. I sampled it with the six-speed manual (which was an absolutely charmer - admittedly one that will only account for about two per cent of sales) and the CVT auto, which is going to be vastly more popular.
It isn't a 'regular' CVT - like the Corolla it has the brand's 'Launch Gear' system, a conventional mechanical first gear that then steps across to a variable ratio when it reaches 'second' gear. It worked an absolute treat, and I was impressed by the amount of power available, and likewise the refinement of the engine. It's better than you think it might be.
The 2.5-litre non-hybrid in the Edge model has a bit more of a raucous nature to it. The eight-speed automatic does a real good job, and some people will prefer that to a CVT auto for obvious reasons. It was gusty and eager, and on the rainy test loop we drove it, the mechanical all-wheel drive system did a great job at stopping it from spinning up the front tyres, pushing power to the rear axle with a pleasant (yet very minor) drivetrain thunk.
But with the drivetrain tech being so finessed in the hybrid, it's hard to see why you would choose the top-spec Edge over one of the more affordable petrol-electric versions... aside from the look, of course.
As for ride comfort, things are mostly pretty good. There's a bit of jitter at higher speeds over less-than-perfect surfaces, but it was comfortable enough on the highway, and even better around town - an important stipulation, given most people will spend a lot of time running around in their RAV4.
The electric power steering is very nice - predictable and accurate, with some feel to proceedings that other SUVs in the segment simply can't match. It's engaging to drive, and a huge improvement over its predecessor in that regard.
And if you're interested in how the tech performed, the blind spot monitor came in handy because there's quite a blind-spot over your shoulder when you driving, and while the lane departure warning is a little eager, the lane assist system that keeps you centred on highways is quite handy.
If you're wondering about off road specs, here are the details: approach angle - 17.5 degrees; departure angle - 20.0 degrees; break-over / ramp-over angle - not listed; ground clearance mm - 195mm for petrol models, 190mm for hybrids.
How does that translate to off road capability? Luckily, for this launch review, we had a chance to sample the RAV4 in the rough stuff at JAKEM farm outside Adelaide - and look, the tracks that were chosen were probably doable in a Corolla, for the most part, but there was a section of moguls where we managed to get a feel for the hybrid version's active torque split and torque vectoring system (for the rear axle) and it was pretty capable, even on big wheels. The off road drive modes help in that regard, allowing the VSC (stability control system) more leeway, and the Edge model has a centre diff lock, too.
That could be the biggest downfall of the RAV off-road - the rim sizes are big. You might want to fit some 17 inch alloy wheels or steelies with off road tyres, instead of the 18s and 19s that are on higher-grade versions. Sure, they mightn't look quite as tough under the Edge's wheel arch extensions, but the grip improvements could be worth it if you're serious about adventure.
We didn't get to test the wading depth of the RAV4 - and the brand doesn't state a figure, as such. But the 11.0-metre turning radius meant it was easy to pivot through tighter corners off road. The front suspension was a marginally more resolved than the rear over choppy surfaces, but honestly, I wouldn't be thinking of this as a successor to the FJ Cruiser - even if it does have funky design on its side.
One omission is a downhill brake assist system, or hill descent control. You can get that on some rivals in this segment.
The previous Sorento had a comfortable ride, which was probably a bit too ‘floaty’ for my liking and the steering felt overly light. Those issues have been rectified in the new Sorento, with suspension adjustments that have reduced body roll in the corners while still keeping the ride super comfy, and new steering which feels a little heavier and more accurate.
I had the chance to spend time in the Si petrol, SLi Petrol and the GT-Line diesel.
I’m a fan of that V6 petrol. The response from the engine is instant, while the power and torque feels abundant. The diesel takes a moment to deliver the grunt and doesn’t run as smoothly as the petrol.
Here’s something a bit unexpected; I found the seating position in the base spec Si better than the top grade GT-Line. The manually adjustable seats in the Si could be set lower, while the power adjustable ones in the GT-Line weren’t quite as flexible.
The Sorento is one of the best seven-seat SUVs in this price range to drive. Easy to pilot, plenty of grunt and with good visibility all around.
At the time of writing, the hasn't yet been an ANCAP safety rating awarded to the new RAV4 - but the company has stated it anticipates a five-star score under the strict 2019 criteria.
A lot of that comes down to the features available in the new model - and there's plenty of safety tech fitted across the entire range.
All grades are fitted with auto emergency braking (AEB) with day/night pedestrian detection and daytime cyclist detection, lane keeping assist (manual models with a slightly lower-grade system), adaptive cruise control (with stop-and-go for auto models, high-speed only for manuals), auto high beam lights, road sign recognition and alerts, blind spot monitoring and rear cross-traffic alert.
That spec list is strong, but it doesn't have rear AEB which you get on every CX-5, and there's no head-up display, either. That, combined with an unknown safety score, mean the model range can't quite get a top score here.
All models have a reverse camera along with front and rear parking sensors, but there's no semi-autonomous park assist like you'll find in a Tiguan.
Every RAV4 has seven airbags (dual front, front side, side curtain and driver's knee), and there are dual ISOFIX baby car seat attachments, and three top-tether hooks, too.
Where is the Toyota RAV4 built? Australian-delivered models are sourced from Japan.
The Sorento scored the maximum five-star ANCAP rating when it was tested in 2015. This new version comes with more advanced safety equipment such as AEB, lane keeping assistance and adaptive cruise control – these are standard across the entire range, too.
The GT-Line comes with more equipment, such as rear cross traffic alert, blind spot warning, and a 360-degree view camera.
If the Sorento was to keep up with rivals like the CX-9, it really needed this advanced safety gear fitted across its range. It's great to see Kia has responded to this need.
You’ll find three top tether anchor mounts and two ISOFIX points for child seats across the second row only.
Toyota recently introduced its new customer promise - a five-year unlimited kilometre warranty, which can be extended to seven years extended warranty provided your car has "logbook servicing" - and that doesn't necessarily have to have been carried out by Toyota's own dealer workshops, either.
The brand also has a capped price servicing plan for the RAV4, and no matter the model, the service cost is the same - $210 per maintenance visit, and these are due every 12 months/15,000km, whichever occurs first. That's incredibly good value.
If you're concerned about potential problems or common faults - possibly around battery defects or or issues - Toyota will do a "battery health check" at the five-year point, and will monitor the battery health every year thereafter, with the warranty for that part of the hybrid model drivetrain spanning 10 years.
Our Toyota RAV4 problems page is the best destination if you want to understand reliability ratings find out common complaints, and it should even give you an idea about resale value, too. Oh, and while you might find the info online, it also pays to check the owners manual for info on oil type, capacity and consumption.
The Sorento is covered by Kia’s seven-year, unlimited-kilometre warranty. There’s also seven years of capped-price servicing. Servicing is recommended annually or every 15,000km.
The diesel is capped at $403 for the first service, then $471, $465, $664, $454, $570 and $482 for the seventh. The petrol is cheaper to maintain with prices capped at $349 for the first, then $415, $405, $544, $393, $505, and $417.