2011 Kia Sorento
It’s a clear sign of the times. Kia, responding to current market tastes, has redesigned their compact Sorento without its original body-on-frame SUV chassis, opting instead for a crossover utility unibody. Now Kia hopes this move will greatly expand the Sorento’s appeal. But does being more like a car, and less like a truck, make for a better Sorento?
Besides its chassis transformation, the second generation 2011 Kia Sorento is also the Korean brand’s first vehicle to have its assembly transferred to American soil. That takes place at a huge new facility in West Point, Georgia.
Still, Sorento enters an already crowded compact CUV segment, and faces stiff competition from other quality entrants like the Toyota RAV4, Nissan Rogue, and also new Chevrolet Equinox. Like the Equinox, the Sorento is called a compact, but it’s nearly mid-size both outside and inside. Using a chassis shared with the Hyundai Santa Fe, Sorento’s length of 183.9 inches is over three inches longer than before, if slightly lower for better aerodynamics.
The totally refashioned exterior echoes Kia’s new, bolder, front-end theme begun with the Forte. The grill and flared-back headlights form a continuous arch that is most appealing.
Based on the KND-4 concept from the 2007 Los Angeles Auto Show, the production Sorento has a similar sweeping profile and athletic stance. Roof rails are optional. The rounded rear-end also exudes lots of presence, with large LED taillights that extend into the liftgate. Wheels are 17 and 18-inch alloys, with a mirror finish optional on top EX trim.
While the original Sorento offered a pair of V6s, the 2011 allows a more varied choice. Standard is a 2.4-liter inline-4 shared with the Forte SX. Output is 175 horsepower and 169 pound-feet of torque.
Optional is an all-new 3.5-liter V6 with a best-in-class 276 horsepower and 248 pound-feet of torque. But even with it, trailer towing takes a beating: 3,500 pounds, down from 5,000 last year.
A six speed manual is standard with the I-4. Kia’s first home-grown six-speed automatic is an option, and standard with the V-6. A single speed four-wheel drive system with locking center differential can be fitted to either engine. And, even with front drive, useful Hill Start Assist and Downhill Brake Assist are included.
Government Fuel Economy Ratings for our front-drive four-cylinder automatic are good at 21 city/29 highway on regular gas. We saw a respectable 24.3 miles per gallon in real world driving. But, you do pay for that efficiency on the track. Our I-4 Sorento huffed from 0 to 60 in a long 10.1 seconds. And the quarter mile dragged out to 17.7 seconds at 78 miles per hour. The Sorento felt breathless all the way down the track. Shifts were lazy and power-robbing.
The Sorento’s new unibody employs a MacPherson strut front, and multilink rear suspensions. Electronic Stability Control is standard.
Unfortunately, none of this helped inspire a high level of confidence in our handling tests. Steering was quick enough but with little feedback, and body roll was excessive.
The one bright spot in Sorento’s track performance was braking. The all-disc, ABS brakes delivered arrow-straight, near fade-free stops of a short 120 feet on average from 60 to 0. The pedal was firm with positive feedback.
On normal roads, the Sorento is a lot more self-assured. It’s comfortable and quiet, feeling well anchored at even elevated interstate speeds.
That comfort continues inside, where Kia used the extra body length for more cabin space and versatility. With both five- and first time three-row seven-passenger models, it’s now a big family-mover. The modern, tech-inspired dash is defined by overlapping gauges and practical controls. Our EX model’s well-padded seats came with standard eight-way power for the driver, and optional heat.
Standards include a tilt/telescoping wheel with audio and Bluetooth controls. Satellite Radio and a USB port are on board too. A 550-watt Infinity upgrade, navigation, and even a dual sunroof, are available. Our EX added push button start, and a backup camera with rear view mirror display.
Those in the 60/40 second row will find it quite roomy, with a welcomed increase in legroom. Kids will like the 50/50 split folding third row, but not adults. Behind the third row is 9.1 cubic feet of space that expands to 37 cubic feet when folded, and an excellent 72.5 with all seats down. A reversible load floor and handy underfloor compartment add to this CUV’s overall practicality.
And that practicality also speaks to Kia’s value pricing. In fact, the base price for the 2011 Sorento is down from last year starting at $20,790. Sorento base prices top out at $29,690.
Combine that with Kia’s vastly improved quality reputation, and one of the best warranties going, and it’s no wonder they continue to chalk up sales gains. The new Sorento’s track performance may be lacking, but we have no qualms with its packaging. So, the 2011 Kia Sorento is indeed a better answer to what today’s family buyers want. And, yes, it’s a better Sorento, too.
Specifications
- Engine: 2.4-Liter Inline-4
- Horsepower: 175
- Torque: 169 Lb Feet
- 0-60 MPH: 10.1 Seconds
- 1/4 Mile: 17.7 Seconds @ 78 MPH
- 60-0 MPH: 120 Feet
- EPA: 21 MPG City/ 29 MPG Highway
- Mixed Loop: 24.3 MPG
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.