2023 Kia Sorento GT-Line hybrid review

8.5/10Score

Things we like

• Interior presentation
• Accomplished chassis
• Number of USB points

Not so much

• Service pricing
• Only 20 coming each month
• Hybrid could be slicker

8.5/10Score

Things we like

• Interior presentation
• Accomplished chassis
• Number of USB points

Not so much

• Service pricing
• Only 20 coming each month
• Hybrid could be slicker

Kia offers 11 permutations of its Sorento large SUV, from S petrol V6 front-driver with cloth seats and 8.0-inch touchscreen to GT-Line AWD PHEV with quilted leather upholstery and a huge digital driver’s display.

The latest addition is a hybrid which, like the PHEV, is available only in range-topping GT-Line trim with front- or all-wheel drive.

Combining a 1.6-litre turbo-petrol four-cylinder with a gearbox-mounted electric motor, the Sorento hybrid AWD promises combined fuel consumption of 5.8L/100km, mildly better than the diesel, but with far fewer particulate emissions.

And right now, with no true seven-seat electric SUV options in Australia, various flavours of hybrid represent the only game in town for your low-CO2 family hauler. Unfortunately, Kia is only able to secure a handful – around 20 – Sorento hybrids for the Australian market each month.

Here’s the question, then: Is the Sorento GT-Line AWD hybrid worth the predicted 12-month wait over the 10 other Sorento variants?

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications
• Full Sorento price list

How much is it, and what do you get?

The basics

The GT-Line hybrid isn’t cheap, starting at $66,750 before on-road costs, but you do get an awful lot for your money with Kia’s Sorento – it feels like a budget Range Rover, in the best way possible.

You can spend a little more by going for the all-wheel drive hybrid as tested here, which gets the same outputs for $3K more. Aside from hybrid power, you can cut the purchase price by grabbing a $68,990 (drive-away) diesel-powered GT-Line or front-drive petrol V6 for $65,990 drive-away.

Regardless of powertrain, the GT-Line gets classy quilted leather upholstery, and 14-way power adjustable front seats with heating, cooling and memory functions.

In front of the driver is a crisp 12.3-inch digital instrument display with blind-spot cameras – though no provision to show a map – and a 10.25-inch touchscreen in the centre.

Kia’s infotainment software is attractive and easy to use, but there’s also the ability to mirror your Apple or Android phone using a cable. The 12-speaker Bose sound system fitted to the GT-Line is powerful and clear, and the built-in ‘sounds of nature’ background noise generator ranges from soothing Rainforest to anxiety-inducing Open Air Cafe.

A mix of device charging methods is provided for front occupants, seat including a Qi wireless pad, two USB-A ports and two 12-volt sockets.

Tri-zone climate control features a separate zone for the back seats and there is heating for the outboard positions of the second-row bench. A power tailgate is included, naturally.

How do rivals compare on value?

The Sorento GT-Line’s equipment list reads a lot like the closely-related Hyundai Santa Fe Highlander (from $63,050 before on-road costs), a direct rival but one that has only just introduced an electrified powertrain for the Australian market. The Santa Fe is available with tan leather for an extra layer of class in the cabin.

Compared to a Toyota Kluger Grande hybrid, the Sorento looks pretty affordable by coming in at $5950 less spec-for-spec.

Other rivals worth considering are the equally premium-feeling Mazda CX-9 Azami ($71,750 before on-road costs), surprise-and-delight filled Skoda Kodiaq Sportline ($57,990 drive-away) and Volkswagen Tiguan Allspace R-Line ($58,890 before on-road costs).

Interior comfort, space and storage

The Sorento is equally endowed with attractive design and comfort in the cabin.

Its 14-way power-adjustable front seats offer plenty of scope for all sizes and shapes of occupant to find a position they are happy with (though without providing quite enough under-thigh support). Although they feel hard initially, they provide support for long hours at the wheel.

Plastics quality in the Sorento is generally high, and a huge step up from where this class was previously. There are soft materials on the door and dash top, as well as a nice-to-hold leather-appointed steering wheel. The backlit ‘fish scale’ trims on the doors and dash add another pop of premium to the Sorento’s interior.

There is generous storage for those in the Sorento GT-Line’s front seats, with a huge covered storage area under the armrest, two cup holders, more hidden storage in the centre console and door bins big enough for a one-litre camping bottle or 1.25-litre plastic bottle.

Jumping into the back seat, the Sorento has ample space for adults. The rear bench slides and the backrest has several positions from gangster-lean to engaged office worker.

Second-row passengers get a pair of USB-C charge ports (conveniently positioned in the back of each front seat), a 12-volt socket, fold-down armrest, heating for outboard positions, classy integrated sun blinds, and a separate climate control zone with two vents.

The 2023 Sorento GT-Line hybrid has ISOFIX attachments for both outboard seats in the second row, with top tether points fitted to every second- and third-row seat in the car for maximum child seat flexibility.

Although the third row isn’t ideal for adults, the sliding second row means a compromise can be reached. There’s fan adjustment in the third row, cup holders and even some USB points to charge devices – this is a thoughtfully-equipped SUV.

Accessing the Sorento’s third row is made easier by the electrically-actuated second row, no need to jump in and wrench on flimsy plasticky handles. The same is true for folding the second row flat from the boot, just hit the button and the seats fold.

2023 Kia Sorento boot space

When the seats are flat, the Sorento offers 1966L cargo space (VDA). With five seats in place that comes back to a very reasonable 608L.

With all three rows in place the 179L boot space is poky, but enough for school bags or a small shopping run. The Sorento GT-Line hybrid has a full-size spare tyre mounted under the body.

What is it like to drive?

We’ve experienced plenty of Sorento variants since the seven-seater’s Aussie release in September 2020 – including the plug-in hybrid – but this is the first time we’ve sampled the regular hybrid.

The layout includes a 44kW/264Nm electric motor sandwiched between the engine and gearbox with a 1.0kWh battery designed to be rapidly charged and discharged.

Therefore, there is no electric-only range claim – Kia doesn’t have an EV mode button either, unlike the Toyota Kluger – but the Sorento can get itself to about 25km/h using the electric motor.

Outputs are rated at 169kW/350Nm regardless of whether you choose the cheaper front-drive variant or this AWD version.

A six-speed torque-converter automatic is used, rather than the continuously variable transmission (CVT) you’d find in a Toyota hybrid product. This sounds great in theory (because, as we know, CVTs are the devil’s work), except with hybrids the CVT ‘rubber band’ quality tends to make for a smoother transition between power sources.

Occasionally, the Sorento’s petrol engine seems to stay running for a little too long. Additionally, during low-speed manoeuvres on steep gradients, the petrol engine takes a moment to kick in and ‘catch’ the Sorento, leading to small unnerving roll-backs.

Ultimately, though, the Sorento’s 1.6-litre turbo-petrol-based hybrid system is pretty refined and up at speed, it feels like it’s blending both power sources naturally to balance good acceleration with frugality.

The amount of grunt on offer feels like the 1948kg Sorento would get from rest to 100km/h in about 8.5 seconds, but Kia does not claim a time. The Sorento Hybrid has a reasonable 1650kg braked towing capacity, though a rather restrictive 100kg maximum ball weight.

One of the Sorento’s best aspects has always been its dynamics, thanks partly to the local ride and handling program that imbues this large SUV with excellent back road composure. The hybrid being a little heavier doesn’t harm the Sorento’s inherent talent, meaning you can hustle this seven-seater. Crucially, though, the chassis is planted and safe.

The steering weighting is natural in Smart mode and helpfully firmer in Sport, with an accurate rack that inspires confidence.

Whereas petrol and diesel Sorento GT-Line variants are fitted with large 20-inch alloys that impact ride quality, the hybrid – and PHEV – instead roll on 19-inch alloys wrapped in 235/55 Goodyear Eagle tyres. The ride is still firm and supportive, but not fidgety or uncomfortable above 60km/h.

Where the Sorento can occasionally feel stiff-legged is around town. The firm damping results in a ride that’s less plush than rivals – not harsh or crashy, but definitely on the sportier end of acceptable for this type of vehicle.

The Sorento’s road noise insulation is very good though, with minimal intrusion from the sound of suspension components working over bumps. Visibility is also excellent for a vehicle this large. The bulky C-pillars don’t affect rear three-quarter visibility too much, while the high-set driver’s seat gives a commanding view out over the bonnet.

How is it on fuel?

The Sorento GT-Line Hybrid AWD has an claimed consumption rating of 5.8L/100km, which isn’t a whole lot better than the 6.1L/100km the diesel promises.

That said, the available 3.5-litre V6 is certainly thirstier, recording 9.7L/100km in combined testing and a whopping 13.7L/100km in the ADR urban cycle, where the hybrid scores 5.9L/100km

Over our week of real-world testing, the Sorento GT-Line hybrid used 7.1L/100km. At the bowser, the Sorento hybrid will drink regular 91 RON unleaded or an E10 blend.

With its consistently low urban fuel economy and lack of diesel particulate filter, the Sorento hybrid makes sense around town, but for country buyers the diesel is probably the better choice as it can dip into the mid-fives when cruising on the freeway.

How safe is it?

The Kia Sorento GT-Line hybrid was awarded five stars in ANCAP safety testing in 2020.

Kia furnishes the Sorento with seven airbags in total as standard, though the side curtain airbags do not extend all the way back to the third row.

The Kia Sorento GT-Line has safety features such as forward auto emergency braking (AEB) with pedestrian, cyclist and junction detection, reverse AEB, lane-trace assist, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control and lane-departure warning.

Additionally, in GT-Line trim, the Sorento has blind-spot cameras that beam a live feed from down the side of the vehicle into the digital driver’s display, great for picking up vulnerable road users such as motorcyclists when turning at junctions.

Warranty and running costs

Kia continues with its excellent seven-year, unlimited-kilometre warranty for the Sorento GT-Line.

Longer warranties are slowly becoming an industry standard, with Skoda recently jumping up to the same guarantee and Mitsubishi offering a 10-year/200,000km warranty when its cars are serviced at a dealer.

The Sorento GT-Line hybrid is, unfortunately, quite expensive to service. Over five years or 75,000km, maintenance will cost $2841 compared to the Toyota Kluger, which over the same period will cost just $1025.

VERDICT

Regardless of variant or powertrain, though, Sorento remains one of the best seven-seaters you can buy right now.

Do you really need to splash the extra cash on a hybrid? And is it worth waiting 12 months for one?

If you want to burn petrol rather than diesel and have the budget as well as time, the answer is yes. The hybrid operation is pretty sophisticated – if not quite as slick as Toyota’s – and it is much more efficient than the V6 around town, without the added faffing around a plug-in hybrid introduces.

For country buyers, and those who do a lot of miles out of town, though, it’s hard to ignore the diesel. The new alloy block oiler that debuted in the Sorento is more refined than the old iron block, and it’s really efficient on the highway with more torque and less complication than the hybrid.

Regardless of variant or powertrain, though, Sorento remains one of the best seven-seaters you can buy right now. Its excellent cabin presentation, oodles of device charging points, up-to-date technology and spaciousness make it an excellent choice.

2023 Kia Sorento GT-Line hybrid AWD specifications

2022 Kia Sorento Australian pricing

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