KIA Sorento 2019

Body and cabin

The 2019 Kia Sorento stretches another 4 cm for 2019, reaching 480 cm. That still slots it between compact SUVs like the Honda CR-V and Nissan Rogue, and midsize crossovers like the Ford Explorer and Toyota Highlander. The format provides ample room in the first two rows of seats.

Space is restricted in the third row, already not a strong point of any average-sized SUV. Pushing the second-row seats forward increases third-row legroom but not headroom, which is too low for most adults.

Furthermore, all the rear seating positions share the same, overly low cushion height, reducing thigh support almost to nil. Children probably won’t complain, plus they’ll like the heated seats, provided their parents opt for SX or SXL trim, the only models that offer the feature.

The partial remake brings cosmetic changes to the instrument panel, HVAC controls and steering wheel (heated on all trims, as previously mentioned). All-wheel-drive models also gain a wireless phone charger. Given the choice, we’d have preferred keeping the features mentioned in the Overview section (power liftgate, rear sun shades, etc.) and using the USB ports to recharge our devices, but it wasn’t to be.

Fortunately, the essential qualities of the interior remain intact: perfectly logical controls, nicely firm front seats and commendable finish, to mention just a few. Versatility is also still an attribute, notably thanks to a 40/20/40-split/fold bench seat, very practical to make room for long items and two rear passengers at the same time.

However, we’d appreciate it if Kia would stop imposing the third-row seat in the V6 versions. That way, buyers who don’t need it could benefit from the same vast under-floor compartment found in the 4-cylinder LX. They’d also avoid hauling the unnecessary weight of a third seat, and the dramatic loss of trunk space when it is in place.

Safety

Since 2016, Kia has been offering the Sorento with a full suite of driver assistance features; this year adds lane keeping assist. However, there’s a catch: all these features are restricted to the SXL, which sells for over $50,000. Blind-spot detection is more accessible, but again, only on EX V6 trim, and up. In 2018, it was also available on the LX V6. Kia would be well advised to revisit its strategy; several competitors are more generous in this respect.

On the other hand, Kia now provides a telematics system starting with the LX V6. Called the UVO Intelligence system, it can automatically contact emergency services in case of a collision; paired with a mobile application, it also allows you to start the vehicle or unlock the doors remotely. Several automakers have been offering such systems for a long time, but Kia stands out by offering it at no extra cost for five years.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Mechanical overview

The most noteworthy mechanical change for the 2019 Kia Sorento concerns the V6 versions. The engine itself is still a 290-hp 3.3L, but it is now mated to an 8-speed transmission, two gears more than before. Designed and built by Hyundai and Kia, this transmission is already found on several of the group’s high-end models.

The 4-cylinder LX and EX models still use a 2.4L 185-hp engine paired with a 6-speed transmission. Kia decided to drop the 2.0L turbo previously offered for the Sorento because customers looking for a powerful engine were already opting massively for the V6.

The V6 still comes with standard all-wheel drive that relays power to the rear wheels only in heavy acceleration or when front-wheel slippage is detected. It has a practical function that locks torque distribution 50/50 between the front and rear axles for maximum low-speed traction. The system is also available with the 4-cylinder, as an option.

The V6 Sorento is a stand-out for its 2,268 kg (5,000 lb) towing capacity. That’s at least 680 kg (1,500 lb) higher than most compact SUVs equipped with the most powerful available engine of their lineup. For equivalent or superior towing capacity, you have to opt for a “true” midsize SUV like Chevrolet Traverse, Ford Explorer or Honda Pilot, all more expensive when similarly equipped.

Kia has made no structural changes to the Sorento in this partial remake. Related to the Kia Sedona and Hyundai Santa Fe, 53 percent of its structure is made of high-resistance steel. That contributes to its good rigidity and, by extension, its excellent crash protection as well as comfort and handling.

The only other mechanical change mentioned at the press launch concerns the steering system. Kia says it was recalibrated to improve stability and road communication.

Driving impressions

Our introduction to the 2019 Kia Sorento took place on a 280-km drive between Lester B. Pearson Airport and the picturesque Muskoka region, north of Toronto. Our trip included generally uncrowded secondary highways, a few urban roads and some great twisty sections.

We re-discovered the solid, refined and comfortable crossover we praised following its last full redesign, in 2016. Without being dynamic, the vehicle handles twisty turns with aplomb. Body roll is well controlled, but the steering, though quite precise, is uncommunicative. Most potential buyers will, however, appreciate the improved steering stability at highway speed.

Though we have never driven a 4-cylinder Sorento, the V6 is so well adapted to this vehicle that we highly recommend it. Linear and quiet, the V6 provides a feeling of smoothness rarely experienced with rival 4-cylinder turbo engines.

The new 8-speed automatic contributes to the serene driving experience with fluid shifts that are always timed just right. There is no hint of the slowness or jerking displayed by the multispeed transmissions of certain competitors. Sport mode delays shifts and prevents shifting to eighth gear. It is of little use in normal driving but it livens up the drive on twisty roads.

Above all, Sport mode proves useful for towing, by keeping the transmission from shifting too quickly, as it does in Eco and Comfort modes. Otherwise, the Sorento seems at ease when towing, if we can rely on our limited experience during the press launch.

Kia had one of the Sorento testers hitched to a 6 m (20 ft) outboard motor boat that, with the trailer, weighed in at around 2,000 kg/4,500 lb., close to the authorized limit for the vehicle. Towing was stable and assured during our 10- round trip, even without a weight-distribution hitch. That hitch probably would have eliminated a slight floating of the front end, but the situation was far from critical. Otherwise, the V6 disposed of good power reserves on the grades we encountered.