SAN FRANCISCO – The Kia Sportage is one of those long-serving but relatively anonymous vehicles in the U.S.
On the road for 15 years – early on as an SUV – the cross/utility vehicle is perfectly serviceable for the more than 200,000 who own one. But it was never much of a head-turner, or competitive from a dynamics and features standpoint.
That’s about to change with the debut this month of the stylish and well-contented new ’11 model, the Sportage’s third and best iteration.
But while it clearly showcases Hyundai Kia Group’s new push to become a design leader, it also suffers from some drawbacks, notably an over-the-top sportiness manifested in excessive engine and road noise.
The Sportage has a clean, vaguely futuristic style. Upswept, rectangular headlamps are joined to the Kia signature “tabbed” grille.
Horizontal taillamps are ultra-wide, a rare flourish in the otherwise plain rear of the vehicle. An arching roofline, with a peak above the front doors, tapers gracefully to the rear for a pleasing profile.
Like more-expensive Audis, the Sportage EX trim offers distinctive light-emitting diode daytime running lights, while LX and EX models have LED side-mirror turn-signal indicators.
The Sportage shares a wheelbase with its Hyundai Tucson twin. But thanks to the Hyundai-Kia Group finally foregoing badge engineering, the two CUVs bear little resemblance.
The ’11 Sportage is significantly longer, lower and wider than the current ’10 model, a common trend across the industry to guarantee a “sporty” look.
Passenger legroom is improved, but most of the added length goes to increasing cargo capacity.
While overall the ’11 Sportage pre-production model test-driven here is a huge improvement from the ’10 model, its on-road manners could be better.
In its pursuit of sport, Kia goes too far. The 2.4L inline 4-cyl. engine is excessively raucous, and not in a deep, pleasing, guttural way.
The EX model – the only grade available for drives here – has a suspension tuned so tightly that even the slightest road imperfections are transmitted into the cabin.
The Sportage’s front suspension is an independent MacPherson-type strut. A multi-link design replaces the ’10 model’s dual-link setup.
In a coming SX grade, a high-performance damper will replace gas shocks offered in base, LX and EX ’11 models.
| Vehicle type | Front-engine, all-wheel-drive, 5-passenger cross/utility vehicle |
| Engine | 2.4L DOHC inline 4-cyl. with iron block, aluminum head |
| Power (SAE net) | 176 hp @ 6,000 rpm |
| Torque | 168 lb.-ft (228 Nm) @ 4,000 rpm |
| Bore x stroke (mm) | 88 x 97 |
| Compression ratio | 0.5:1 |
| Transmission | 6-speed automatic |
| Wheelbase | 103.9 ins. (264 cm) |
| Overall length | 174.8 ins. (444 cm) |
| Overall width | 73.0 ins. (185 cm) |
| Overall height | 64,4 ins. (163 cm) |
| Curb weight | 3,355 lbs./1,522 kg |
| Base price | $29,900 as tested ($18,295 for base model) |
| Fuel economy | 21/28 mpg (11.2-8.4 L/100 km) |
| Competition | Honda CR-V, Toyota RAV4, Hyundai Tucson, Ford Escape, Chevy Equinox, Mitsubishi Outlander, Nissan Rogue, VW Tiguan, Jeep Compass/Patriot |
| Pros | Cons |
|---|---|
| Stylin’ inside and out | Interior needs more soft-touch |
| Sportier than ’10 model | Almost too much so |
| CUVs are hot | A $30,000 Kia Sportage!? |
The Sportage shines on curvy roads, tracking cleanly in and out of turns. Kia officials say the condition-anticipating Dynamax all-wheel-drive system, co-developed with Magna International Inc., improves lateral stability. A side-load coil spring in front also serves as a stabilizing force.
The Sportage’s rack-and-pinion power steering holds steady on-center and is nicely weighted, providing good sensory feedback.
While the 176-hp 2.4L inline 4-cyl.’s power is sufficient for cruising and outdoes on paper both the current model’s 2.0L I-4 and 2.7L V-6, it is slow to accelerate, with a long pause noted before the 168 lb.-ft. (228 Nm) of torque kicks in. A V-6 no longer is available.
Add the extra weight (169 lbs. [77 kg]) of the optional Dynamax AWD system, and the Sportage feels even more underpowered. With Dynamax, the EX model weighs in at 3,355 lbs. (1,522 kg).
The upcoming introduction of Hyundai-Kia’s 2.0L turbocharged direct-injection I-4, expected to make more than 270 hp in the Sportage SX, should take care of any power-to-weight problem.
The 2.4L Sportage is eclipsed by the larger ’10 Chevy Equinox, whose 2.4L DI 4-cyl. makes 182 hp and 172 lb.-ft. (233 Nm) of torque. The Sportage lags the best-selling CUV, the Honda CR-V, in horsepower but produces more torque. The CR-V is rated at 180 hp and 161 lb.-ft. (218 Nm).
Fuel economy is at least on par with most competitors. The FWD Sportage’s 31-mpg (7.4 L/100 km) highway rating is edged out by the Equinox’s 32 mpg (7.4 L/km). Both FWD CUVs get 22 mpg (10.7 L/100 km) city.
During our test drive, fuel economy falls short of estimated Environmental Protection Agency numbers, however.
On winding, undulating roads here, an AWD Sportage EX achieves 19.9 mpg (11.8 L/100 km). With more stopping and starting, a lighter FWD EX manages 19.8 mpg.
Inside, the EX Sportage is attractive and rich-looking. Door panels could stand more soft-touch materials, but otherwise there is a nice blend of pedestrian and upscale finishes. Hard plastic is plentiful, but it is executed well, with low gloss.
Pillar trim pieces wear a stamped check pattern that mimics the abutting circular knit headliner – a stylish cue; carpet is plush. Center-stack controls are well-arrayed, with big buttons.
Like the Soul before it, the Sportage offers a bold color scheme in the form of an optional orange-and-black trim package.
An unexpected blue-gray plaid seat fabric on one Sportage made available here is attractive – perhaps inspired by Kia chief designer Peter Schreyer’s former employer, Volkswagen AG.
The ’11 Sportage begins at $18,295, not including a $695 destination charge. That’s a sizable jump from the ’10 model’s $16,995. Standard on the new base model are a 6-speed manual transmission, 16-in. alloy wheels, Bluetooth connectivity, USB media port and power windows and door locks.
The LX trim, which starts at $20,295 and is expected to make up the majority of sales, adds a 6-speed automatic, privacy glass from the B-pillar back and remote keyless entry.
The EX grade, starting at $23,295, has a rear spoiler and roof rails, dual-zone automatic air conditioning, leather-wrapped and telescopic steering wheel and a power driver’s seat.
Loaded models, with options such as a panoramic sunroof, navigation, push-button start and cooled driver’s seat, can reach $30,000.
The ’11 Sportage is perfectly timed, with sales of CUVs red hot, up 28.9% through June in a U.S. light-vehicle market growing only 16.8%.
Thanks to a new focus on design and upscale features, plus rising U.S. consumer acceptance of Korean cars, Kia should be able to capitalize nicely on this trend with the latest Sportage, once some of the “sport” is dialed down.
