Mark Toljagic
If Wal-Mart sold cars, it might have stocked the Kia Sephia and Sportage
models up front in the promotions aisle,
next to the detergent and paper towels.
Until recently, Kia was a peddler of utilitarian econoboxes that plied the very bottom of the new-car market in Canada.
The Korean auto maker's image began to morph in 2002 when it introduced
the Sedona minivan and, a year later,
the Sorento mid-size SUV.
As consumers started to spot the handsome Sorento on the road, they no
longer saw a cut-rate generic product, but a
genuine truck that invited hard comparisons.
It was a clean-sheet design groomed to do battle with the Jeep Grand Cherokee
and Nissan Pathfinder
– and aimed even higher.
The brand most often evoked by Sorento owners in online discussions was none other than the Lexus RX 300.
"Let me tell you that nobody can tell the difference between it and any
other expensive SUVs," wrote an impassioned
Sorento owner on the net.
CONFIGURATION
The 2003 Sorento rolled off the boat solely as a five-door wagon, with either a rear- or four-wheel drivetrain.
Instead of employing prissy unibody construction like its aforementioned
competitors, Kia mimicked Ford's Explorer
and bolted its stout body atop a rigid frame of box-section rails and nine
crossmembers.
This SUV was ready to rock: 4x4 models featured a low-range transfer case,
a standard Eaton limited-slip rear differential,
skid plates, a full-size spare and 21 cm of ground clearance.
Engineers plucked the Sedona minivan's DOHC 3.5-litre V6 (originally a
Hyundai unit, Kia's new corporate parent) and
added a variable-intake manifold to boost low-end grunt.
The 192 hp motor worked through a four-speed automatic transmission with
a short 4.67:1 final drive that kept the truck
feeling reasonably alert (the 217 lb.-ft. of torque helped). A five-speed
manual transmission was offered in 2004.
Standard Sorentos in LX or EX trim used a part-time 4x4 transfer case with a "fuel-saving" rear-drive setting.
EX models equipped with leather got a BorgWarner "Torque-on-Demand" all-wheel-drive
system that sent all the torque
to the back until the computer sensed slippage and engaged an electromagnetic
clutch to power the front axle,
splitting torque 50/50.
Independent control arms suspended the front end and a coil-spring live axle resided in back, pinned by five-link geometry.
Inside, stylists banished all memories of cheap Sephia interiors by using
high quality plastics in pleasing shapes and textures.
The only downer was the blatantly fake burled wood trim used in some models.
Otherwise, the cockpit was very inviting – almost Lexus-like – with comfortable
seating for five (there was no third-row option).
Headroom came up a little short, some tall owners noted, and the cargo hold
wasn't the most generous.
At least the rear glass could open independently of the hatch.
Knowing it had to sell safety in this segment, Kia specified standard curtain
airbags, seatbelt pretensioners, three-stage front
airbags and LATCH child-seat anchors in the rear bench. Anti-lock brakes
were optional.
The Sorento changed little in subsequent model years. Kia offered a Sport
package with unique alloy wheels and side steps
to go with the new manual transmission in 2004. The four-speed autobox was
replaced by a five-speed automatic for 2005.
ON THE ROAD
The Sorento was no dragstrip sweetheart, taking 9.5 seconds to reach 96
km/h from a standstill.
Roadholding was decent, though, its 16-inch Michelins generating 0.74 g of
grip on a circular skidpad.
Ride quality was indicative of a true truck, with the suspension recoiling
harshly from some impacts.
The rear axle was inclined to hop on some surfaces, owners noted, and the
body was apt to jiggle.
Still, this dog could hunt, as they say, and numerous drivers noted the
Sorento was every bit as sure-footed in the rough
as many of the celebrated off-road brands.
The one complaint that consistently came up, however, was poor fuel economy.
"You'd think a Korean make would be outstanding in this department. Don't
be fooled, the Sorento is a gas hog,"
blogged one owner.
Reported typical city fuel mileage was around 16 L/100 km. (16 mpg).
WHAT OWNERS REPORTED
"We've owned an Expedition, Jimmy, several Blazers and a Grand Cherokee
Laredo. We both agree by far that the
Sorento is the best value.
"It is comfortable, peppy, handles well and is solid."
Testimonials like this have made even hard-nosed truck buyers at least glance at the Korean upstart.
Owners reel off some compelling reasons: a quiet, upmarket interior; full-frame
construction; two-speed transfer case;
limited-slip differential; an available manual transmission and all the right
safety gear.
But what happens when Kia's soothing five-year warranty runs out?
According to owners' blogs, the Sorento holds up well, though there were some recurring mechanical issues.
Owners talked about blown headlights and taillights, sometimes replacing bulbs several times per year.
It may be a symptom of irregular voltage or a bad battery, though no definitive solution came up in discussions.
Another concern was vibration at speed, which some owners discovered was remedied with a driveshaft replacement.
Others reported bad transfer cases, differentials and transmissions – in small numbers.
More common were warped disc-brake rotors that needed frequent machining
or replacement, leaky sunroofs,
bad clock displays and radios.
And here's an old foe: rust.
"In year three, we noticed that the inside panels on both rear doors along
the bottom started to rust heavily and also the
chrome trim around the rear licence plate," reader Tena Lexchin wrote.
It's a little disconcerting, and for some, reinforces the perception that Kia can't hold up over the long run.
But given the overwhelmingly positive owners' assessments, the Sorento
may be the first Kia that, unlike no-name pasta,
doesn't have to sell on price alone.
