Kia Sorento vs Kia Niro

What's the difference?

The Kia Sorento S diesel AWD is a solid buy option in the lower-spec realm of the market. This AWD SUV is not spectacular but it manages to be competitive and, as a seven-seater with updated technology and some good features, it does have ample potential as a daily-driving family mover.

However, if you want more safety tech and more premium accoutrements, you’re likely better off forking out the extra $10,000 or so and getting a top-spec Sorento GT-Line instead.

The Kia Niro S Electric is a solid little SUV that has decent space inside and some nice specs, but it's more expensive than its nearest rivals. The EV powertrain can take a little getting used to and I would have liked a smoother ride, but the 460km driving range is good.

For first-time EV owners, this wouldn’t be a bad option if you wanted to dip your toes in the water but it will suit urban dwellers and smaller families, like mine, best. This gets a 7.5/10 from me.

My son wasn’t in love with this one. Not enough buttons for him to press and he did comment on how bumpy the ride was in the back. He gives it a 6.0/10.

The Sorento’s exterior is stunningly inoffensive. So, for anyone looking for an SUV that won’t make passers-by dry retch that’s all boxes ticked, I reckon.

The cabin feels family-friendly and functional. It's a basic but well designed space, although there’s no getting past the fact this is at the cheaper end of the Sorento line-up as its cloth seats and expanses of hard plastic remind you.

That said, chrome-like touches and faux hand-stitching go some way towards balancing out that impression.

The low-slung dashboard with integrated 12.3-inch touchscreen dominates the front of the cabin in a good way.

It’s a compact SUV with a footprint that's 4420mm long, 1825mm wide and 1570mm tall. But while small, I wouldn’t call it cute. It’s boxier than its sibling and without any of the swoopy design elements that make the EV6 look cool. 

I do like the way the two-tone body panelling, which is seen most prominently on the C-pillar, breaks up the ‘blocky-ness’ and creates areas of interest. As do the high-mounted rear LED lights. 

Speaking of lights, the base model makes do with halogen headlights, which unfortunately stand out against the LED daytime-running lights. You’ll notice the dimmer light at night, too.

The 17-inch alloy wheels are thick for better aerodynamics but the clever two-tone colouring stops them from looking unfashionable.

The interior has a lot style cred with the curvature of the door panelling blending in almost seamlessly with the dashboard.

The gently sloping panelling that houses the multimedia systems and switchable touchscreen interface for the controls creates a very pleasing cabin space.

There are some harder plastics mixed in here but enough soft touchpoints that you won’t be bothered by them. 

This Sorento is 4815mm long (with a 2815mm wheelbase), 1700mm high and 1900mm wide.

As mentioned earlier, the interior is quite basic and simply designed, but with a low-key classiness about it. 

The driver’s seat is six-way manually-adjustable with a pump-action for height, so pin-pointing your preferred position is a welcome minor workout unto itself.

The front seats are adequately comfortable without being too plush – that’s fine with me – and from there driver and passenger have ready access to plenty of storage and cupholders (including two in the front, four in the second row and two in the rear seat) and charging options (including two USB charge points in the front console and one 12V power outlet behind the centre console and one in the cargo area).

My teenagers weren’t impressed at all with the fact they had to plug their smartphones into charge points at the front. Oh, the torture!

The 12.3-inch digital multimedia system has Apple CarPlay and Android Auto, both wired or wireless, and it’s an easy-to-use set-up with a crisp screen.

Air-con is a manual-controls affair, second-row passengers get air vents only (on the rear of the centre console), and third-row passengers don’t get vents or fan controls.

The second row is reasonably comfortable with room enough for head, shoulders and legs to be on the right side of comfy.

It sports a bottle holder in each of the doors, and there’s a centre armrest in the second row with cupholders for the El Grande cups of whatever almond-infused crappuccino your obnoxious screenagers are currently addicted to. 

The second row is in a 60/40 configuration, which slides, reclines and folds down flat.

The third row is in a 50/50 configuration, a split-fold flat set-up, and it's the realm of mini humans – or you could put adults back there for any trip lasting longer than 10 minutes and you’ll be hated for life.

For those interested in packing potential space, the rear cargo area offers a listed 179 litres of storage capacity; a listed 608 litres in the rear cargo area when the third row is folded away; and 1996 litres when the second and third rows are packed away.

It’s surprisingly roomy inside and all passengers will enjoy decent leg and headroom, but taller passengers will find the backseat cosier than the front.

As such, two child seats will fit best but you do have ISOFIX child seat mounts on the outboard positions and three top-tether points, if you need them.

The synthetic leather/cloth seat trim cleans well and is nice to touch. The seats themselves, front and rear, are well-padded and super comfortable.

The backs of the front seats can double as coat hangers and have hardened kickplates, which are always practical for little feet.

The front row gets the most amenities and tech. The 8.0-inch touchscreen multimedia system has clear graphics but is different to other Kia’s I’ve sampled recently. It seems to have been simplified but you’ll get used to it quickly.

There are plenty of charging options available, too, with a USB-A and C port, plus a 12-volt socket. Not needing a cable for the wireless Apple CarPlay is a bonus, too!

The front row also has the most storage space with two retractable cupholders, dedicated phone tray, glove box, middle console and skinny drink bottle holders in each door.

Back seat passengers enjoy two USB-C ports, reading lights, drink bottle holders in each door plus an armrest with two cupholders. As well as, a standard three-pin socket in case you need to run electrical gear or charge anything up on the go.

The windows are wide and offer good visibility but I really like the 150mm ground clearance. It was super easy for my six-year old to climb in and out, plus he got a good view this week!

The boot is good for this size SUV with 475L of capacity available. It does look more like a hatchback, because while you can readjust the floor to sit lower, the back still slopes up.

However, it was fine for my weekly grocery and school run. The 'frunk' storage is small at 20L, which is just big enough for a charging cable.

You don’t get a spare wheel but you do get a puncture repair kit. And being the base model, it’s not a powered tailgate but it’s not heavy to close.

There are two variants for the Niro, our base model, the S, and the range-topper GT-Line.

Despite being the base model, the Niro S will still set you back $65,300, before on-road costs. Which makes it about $5K dearer than the equivalent Kona Electric, and $20K more expensive than the ZS EV.

There is a hybrid Niro (also available in two grades), if you’re not quite ready to commit to a full EV life. The price isn’t as eye-watering, either, being just $44,380, before on-road costs.

The Niro is well-specified, though, and the driver will enjoy an electric seat with adjustable lumbar support while the passenger side remains manual.

The regenerative braking is customisable (levels 0-3), there’s an 'iPedal' function, a dual-zone climate system, reversing camera and the backs of the front seats even double as coat hangers.

The tech is also good, with an 8.0-inch touchscreen multimedia system, 10.25-inch digital instrument panel plus wireless Apple CarPlay and wired Android Auto all coming as standard equipment. More on the tech below.

This Sorento has a 2.2-litre, four-cylinder common-rail diesel engine, producing 148kW at 3800rpm and 440Nm at 1750-2750rpm and that’s matched to an eight-speed dual-clutch auto transmission.

This is a generally clever and effective combination, but there is noticeable lag to acceleration from a standing start, no matter how hard you stomp the right foot.

It has all-wheel drive (part-time with lock mode) and driving modes that include on- and off-road options.

The Niro is a full EV and has a front-wheel drive drivetrain with a maximum output of 150kW/255Nm. It’s not as powerful as its stablemate and only has the single-motor which is powered by a 64.8kWh lithium-ion battery but going from 0-100km/h can still be achieved in 7.8 seconds. With specs like those, this is most suited for an urban setting.

Official fuel consumption for the 2.8-litre four-cylinder Sorento S diesel is 6.0L/100km on a combined cycle. 

Actual fuel consumption on this test, from pump to pump, was 6.6L/100km. 

This Sorento has a 67-litre fuel tank so – going by that fuel consumption figure – you should be able to get a driving range of about 1015km from a full tank.

Such is the EV life but you can’t escape the charging.

The onboard DC charger has up to 85kW of capacity and that means on a 50kW fast charger station, you can get from 10 to 80 per cent in 65 minutes.

However, if plugged into a 350kW ultra-fast charger, you’ll only save 22 minutes because it can’t accept that faster speed.

On a 7.5kW system, you’ll go from 10 to 80 per cent in approximately nine hours, 25 minutes. On an 11kW, you’ll see that figure drop to six hours, 20 minutes.

The charging port is a Type 2 (CCS Combo2) and the car comes with an emergency charging cable that can plug into a standard three-pin domestic socket, if needed.

However, it’s slow going and you’re looking at a wait time of up to 27 hours, 30 minutes to get to a full charge. All other cables cost extra.

The official kWh/100km consumption is 16.2kWh and my average on-test figure was 14.3kWh after a mix of urban and open-road driving.

However, I did see figures getting closer to 20kWh on longer trips. Still, I would consider my average to be efficient.

The Niro S has a driving range of up to 460km (WLTP).

As I mentioned earlier, this SUV can feel a tad lardy at times, especially from take-off, but it exhibits slightly livelier characteristics soon enough. Just don’t climb into the driver’s seat expecting a dynamic experience.

Steering has a nice balance to it and the Sorento never feels gargantuan so navigating through busy city and suburban streets is on the correct side of easy.

Ride is a bit firm, but the all-pervasive mindful peace you experience from being in such a hushed cabin tends to mostly negate any minor discomfort you may otherwise feel from clipping every lump and bump on the road.

On-road driving modes are 'Comfort', 'Sport', 'Eco' and 'Smart' and off-road modes are 'Sand', 'Mud' and 'Snow'. All of these adjust engine outputs, throttle control and transmission behaviour to best suit the terrain and driving conditions.

Niggle: The driver-assist tech is a bit abrupt and intrusive. I’ve found this to be the case in Hyundai SUVs, too.

The traffic sign recognition, in particular, is clunky, reacting to signs that don't apply at that time of day, for example school signs, or it reacts to signs that don't actually apply to that section of road. So it's regularly chopping and changing between what speeds you should be at and what speeds you shouldn't. 

This Sorento is an AWD with 176mm of ground clearance so I tested it on muddy grass, firm sand and gravel tracks. Nothing outrageous, but mildly challenging enough to make sure the all-wheel drive system can do what’s expected. And it does, seamlessly.

These off-road drive modes are, of course, no substitute for 4WD, but they are fine for when conditions become a little bit slippery. For example, if there’s been a drizzle of rain on the bitumen or the dirt track becomes a bit muddy.

This Sorento has a maximum towing capacity of 750kg (unbraked trailer) and 2000kg (braked).

This is a pretty simple car to drive but it doesn’t feel as fun as some other EVs I’ve driven. It can even feel sluggish when you accelerate from a full stop and that makes it feel laggy in stop/start traffic.

Once you’re on your way, the acceleration is fairly responsive. You feel confident overtaking on the open road, too.

The car feels connected to the road with minimal shuddering through the steering wheel. The car responds in a timely manner when you have to make sudden moves, which I like.

Sometimes, the lane keeping aids make it feel jerky and I turned it off in some situations.

The regen braking delivers a big physical presence like the EV6 but isn’t as refined and can feel almost ‘bunny hoppy’ at times.

You can customise it up to four levels, zero being low regen and four being the iPedal. I’m not overly fond of the iPedal, so didn’t use it that much this week and kept it at level 3.

You do have to change up how you drive an EV, so this wasn’t that surprising and something I’m sure you’d get used to.

The ride comfort is pretty mixed. Around town, it’s good but there’s quite a bit of passenger movement in this. You kinda feel like you’re bobbing along sometimes, which is jolting.

You also feel the road but the seats are so comfortable, they stop it from feeling too rough. 

Surprisingly, the cabin gets very loud with wind and road noise. You can still chat but you won’t forget that it’s there, which is a shame.

I didn’t notice much difference between the drive modes, so it was kept on 'Normal', too. 

This is very easy to park! It’s a good size for even a tight car park with a 10.6m turning circle and the reversing camera is super clear, which is great. 

However, I would have liked to have seen front parking sensors, as well as the rear sensors. You can get them on the GT-line though.

The Niro EV S has a good list of safety features, with the following being standard: LED daytime running lights, lane departure alert, lane keeping aid, blind-spot monitoring, rear cross-traffic alert, a reversing camera (with dynamic guidelines), rear parking sensors, driver fatigue alert, check rear occupant alert and adaptive cruise control (with stop/go function).

It has auto emergency braking with car, pedestrian and cyclist detection as well as junction turning assist, which is operational from 5.0-85km/h. 

The Niro was recently awarded a maximum five-star ANCAP safety rating in 2022. It has eight airbags and that does include the newer front centre airbag.

There are ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. And while there will be room for a 0-4 rearward facing child seat, it will encroach on front passenger comfort.

A seven-year/unlimited km warranty applies to the Sorento line-up.

Servicing intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.

Capped-price servicing covers seven-years/105,000km and at the time of writing ranges between a low of $370 and a high of $817 per service over that period. Total cost is $3787 for an annual average of $541, which isn't particularly cheap.

The ongoing costs are great on the Niro. It comes with Kia’s ‘better-than-average-for-the-market’ seven-year/150,000km warranty, which also covers the battery.

You get a seven-year capped-price servicing plan and services average $250 per year, which is good.

Servicing intervals are more in line with a petrol car at every 12 months or 15,000km. It’s usual to see those intervals doubled on an EV but it’s still reasonable.