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.

 

 

 

 

And there may not be any additional power, but there is sharper throttle response in Sport+ mode than before, so it will give you the impression that you’re working with a little more.