2022 Wheels Car of the Year contender: Kia Sportage

Line up this bigger, smarter, bolder and more expensive Kia Sportage against the model it replaces and we doubt even the most devoted fans of the nameplate could draw much of a family resemblance. Kia hasn’t so much as overhauled its best-selling model for this fifth-generation; it’s transformed it.

Core to the step change is a move to the Hyundai Motor Group’s N3 large platform (shared with the new Tucson), which allowed for a significant dimensional increase. Now 175mm longer and boasting a wheelbase stretched by 85mm, the Sportage has gone from being one of the smaller SUVs in its class, to one of the largest.

This generational stretch has done wonders for the sense of interior space and roominess, especially for second-row passengers. It’s boosted boot space, too, to a Toyota RAV4 rivalling 543L, and includes the fitment of a full-size spare.

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Top marks for packaging, then, especially for families who will also appreciate the twin rear air vents and the USB-C outlets integrated into the backrests of the front seats.

The variant chosen for COTY testing – the $52,370 flagship GT-Line – meant Sportage was able to put its best foot forward on two counts: in the cabin and under the bonnet.

While every variant in the four-tier model range scores an impressive list of standard gear and a full suite of active safety equipment, which includes a centre airbag between the front seats, only the GT-Line boasts Kia’s attention-grabbing 12.3-inch curved instrument cluster. It pairs with another 12.3-inch central screen for a twin-screen digital dash design that has more than a whiff of Mercedes-Benz about it.

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The rest of the cabin imparts a Euro feel, too. Materials quality is high and fit-and-finish is impressive, causing Dan to remark: “It feels absurdly premium for a South Korean car of this price.”

“Easy to recommend, but it doesn’t break new ground” – Dan Gardner

Comparisons with the lower-spec Hyundai Tucson also at COTY were illuminating, with the Kia’s extra glitz, glamour and gear justifying its $7K premium over its Korean sibling.

Powering the GT-Line is the same 2.0-litre turbo-diesel as found in the Tucson, producing 137kW/416Nm. It’s a gutsy unit that’s easily the pick in the Sportage range (a 2.0-litre atmo petrol and 1.6-litre turbo petrol are also available) but doesn’t sidestep all of the usual diesel drawbacks.

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As some judges noted: “NVH is well rounded, though the diesel can be a little clattery”, and that it’s “a little vibey at idle.”

The ride and handling compromise is also nicely judged for a family SUV, thanks in part to a local suspension tune. Kia Australia’s chassis guru Graeme Gambold selected special Mando dampers which strike a decent balance between compliance and control and helped the Sportage impress on our dynamic courses. “Quite quick, capable and grippy,” noted Curt.

Excellent composure and road manners on gravel were another highlight, although while it’s a capable family hauler, the judges noted Sportage isn’t in the same dynamic league as some rivals when really pushed. “Not as sorted as Mazda CX-5 or VW Tiguan,” said Jez. “Steering has room for improvement, too.”

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So it’s bigger, better, bursting with useful equipment and thoughtful touches (like the blind-spot camera that appears on the digital dial pack when indicating), and it’s nicely sorted on the move.

So why didn’t the Sportage progress as a COTY finalist? Dylan summed it up best: “Sportage is hard to fault, yet it’s also hard to praise. It lacks the fairy dust of other cars here.”

The general consensus was that while it was a seismic step forward for Sportage, this new model didn’t break enough new ground, or progress its segment in a meaningful way. Which was enough to halt the likeable Kia’s progress.