The Kia Sportage delivers loads of style, plenty of room, strong performance, decent fuel economy, an impressive set of features
 |
| Photo: Karen Tuggay, Canadian Auto Press |
and truly competitive pricing, so why doesn’t it sell as well as the rest of its compact crossover cronies? Without doubt this troubles Kia, but as we’ve learned the South Korean company never shrinks away from a challenge.
Just the same, the Sportage doesn’t have a mere molehill to climb, it’s a mammoth mountain. First the good news, its place on last year’s Canadian sales chart wasn’t last. Kia has Mitsubishi to thank for that, its fugly Outlander only capable of attracting 5,330 buyers. The good-looking Sportage, mind you, only squeaked past with 6,025 sales. I couldn’t help but find this surprising, especially when factoring in the Volkswagen Tiguan managed 10,096 sales, the GMC Terrain pulled off 11,524 deliveries, the Sportage’s brotha’ from the same motha’ Hyundai Tucson
 |
| Photo: Karen Tuggay, Canadian Auto Press |
found 11,856 customers, the Subaru Forester more than doubled the Sportage’s numbers with 12,302 sales, the Chevrolet Equinox achieved 19,559 deliveries, Mazda CX-5 found 19,920 buyers, Jeep Cherokee attracted 22,529 new owners in its first year (and this while the almost dead Compass nearly equaled Sportage sales with 5,808 sales of its own and should be dead but somehow still ticking Patriot grabbed an even better haul of 5,959 wannabe 4×4 buyers), the Nissan Rogue pulled in 28,827 miscreants (sorry, a “rogue” joke), the Toyota RAV4 lured in 36,639 new owners, Honda CR-V sold 37,684, and Ford Escape enjoyed a whopping 52,198 sales; that’s almost 10 times of what the Sportage did. Is it 10 times better? Hardly. The results might seem unfair, but we have to remember that sales numbers never lie because consumers vote with their wallets.
Still,
 |
| Photo: Karen Tuggay, Canadian Auto Press |
I’ve known a lot of very worthy vehicles that slip under buyers’ collective radar due to their less known brands, the lack of a marketing budget, or any number of additional factors, and I have to say the Sportage clearly falls into this category. Kia only came to the Canadian market in 2001 for the 2002 model year, and that same year I personally tested the subcompact Rio sedan, compact Spectra (Forte sedan predecessor) and Sedona minivan, followed up with tests of the 2003 Rio RX-V compact five-door wagon, Magentis mid-size sedan (Optima predecessor) and Sorento mid-size SUV. Kia didn’t enter Canada’s compact crossover SUV segment until early 2005, when they invited me to Whistler for the then-new Sportage launch program. It was a solid first effort (second effort in the US where the first Sportage was more of a compact 4×4-capable SUV), but nowhere
 |
| Photo: Karen Tuggay, Canadian Auto Press |
near as impressive as the vehicle currently on sale. The odd thing is, even that first Sportage managed 6,041 sales in its second year, a total that was toppled the following year with 6,393 delivers, both stronger than last year’s tally despite the entire compact CUV segment growing exponentially since the Sportage’s introduction. Those early numbers held until the current generation Sportage arrived in 2011 and sales soared to 7,766 units, quickly followed by an all-time record of 8,107 sales. That’s a drop of 2,082 sales or about 25-percent in just two years. What’s going on Kia?
I don’t get it. Even near the end of this third-generation model’s lifecycle, and just the
 |
| Photo: Karen Tuggay, Canadian Auto Press |
second year after its mid-cycle makeover, the Sportage easily remains one of the best looking CUVs on the market, let alone its segment. Its sleek design makes it look larger than it really is, while my SX-trimmed tester’s deep, wide chrome-rimmed grille that meets up with sharp blade-like headlamp clusters infused with a stylish row of LED driving lights along their bottom edges, all above a sporty bumper cap that expands out at each corner to integrate a set of vertical fog lamps with chrome eyebrows, adds to its upscale theme.
The chrome continues down each shoulder line, mimicking the thin LED turn signals fused onto each body-colour mirror cap, while this particular version also chromes
 |
| Photo: Karen Tuggay, Canadian Auto Press |
the exterior door handles, while more chrome gets added to the window surrounds highlighted by a thick section just aft of the rear quarter windows. Additionally, gorgeous taillights reach around each rear corner into the raked tailgate that bends and curves its way down to the lower bumper where it meets up with a stylish set of rear fogs and reflectors. A thick dark grey bumper cap is the result of dark grey front and bodyside moldings that run down the entire length of the car and over each wheel cutout, the rear end capped off by a large pair of chrome-tipped oval tailpipes that hint at the power sourced at the other end, while the entire design is rounded out with a sensational set of machine-finished 18-inch alloys with glossy black painted pockets on 235/55R18 Hankook Optimo all-season tires. The Sportage continues to look modern and fresh, and really should sell much better than it does.
After
 |
| Photo: Karen Tuggay, Canadian Auto Press |
all, few rivals offer powertrains anywhere near as advanced. The first is a 16-valve, DOHC 2.4-litre four-cylinder with direct-injection and dual-cam variable valve timing (D-CVVT) that puts out 182 horsepower and 177 lb-ft of torque. Consider for a moment that the third and fourth most popular models in the segment only offer a single engine that doesn’t perform as well as the base Sportage mill, and that the second most popular model’s sole powerplant has only slightly higher output. Then consider that the sixth placed model has an optional four that doesn’t even make as much power as the base Sportage engine, whereas the fifth, seventh and tenth placed models have lower powered base four-cylinders, but their their optional engines are fuel-hungry V6s (not including the Hyundai Tucson that uses identical powertrains), and then factor in that the first place model has a base and second-tier engine lineup that doesn’t produce as much
 |
| Photo: Karen Tuggay, Canadian Auto Press |
output as the base Sportage, and the eighth one has a base engine in a similar position while these last two have turbocharged four-cylinder engines that don’t match the performance of my tester’s direct-injected 2.0-litre twin-scroll turbocharged four, which by the way is rated at 260 horsepower and 269 lb-ft of torque. Yes, it’s easy to see that performance is not the issue.
The compact crossover class gets a variety of transmission choices, but few offer a stick shift in base trim, especially something as sporty as a six-speed manual. A six-speed automatic with manual mode is optional with the base engine and standard with the 2.0-litre turbo, and it delivers nice positive shifts when pushed hard or alternatively near seamless almost unnoticeable gear changes during relaxed driving. That’s when it’s best to engage the car’s Active-ECO mode, selectable
 |
| Photo: Karen Tuggay, Canadian Auto Press |
on the instrument panel to the left of the steering wheel, which adjusts the engine’s idle speed, torque map and torque filtering, plus the transmission’s shift schedule in order to maximize fuel efficiency. You’ll notice slightly sluggish acceleration and shorter shift intervals, which is no bad thing as it saves fuel, does less harm to the environment, and the drivetrain actually becomes a lot smoother.
So driven the Sportage is capable of a five-cycle EnerGuide fuel economy rating of 12.9 L/100km city and 9.2 highway with the 2.4-litre four, FWD and the manual gearbox, or 11.4 city and 8.3 highway with the same engine, the automatic and AWD, whereas my top-line SX tester and its standard 2.0-litre turbo four, autobox and
 |
| Photo: Karen Tuggay, Canadian Auto Press |
AWD is still capable of 12.0 L/100km city and 9.3 highway. Remember those high horsepower and torque numbers I spoke of earlier, well they cost the base model here with ratings that aren’t quite as efficient as the segment leaders, but when the more powerful turbo four is compared against its six-cylinder competitors it’s the clear winner by a long shot.
That 2.0-litre turbo comes standard with Dynamax Intelligent all-wheel drive, which brings up an appropriately Canadian tie-in to this South Korean made CUV. Dynamax is a Magna International brand, an Aurora, Ontario company that provides more AWD and 4WD systems globally than any other independent supplier, and it’s a particularly advanced all-wheel drive system. It was the first continuous and fully active AWD system that has the ability to exchange info with the
 |
| Photo: Karen Tuggay, Canadian Auto Press |
control electronics of the vehicle, allowing it to anticipate a given situation and then make adjustments ahead of an event rather than react to changing conditions like traditional AWD systems. Dynamax is therefore “one step ahead of the car,” or so says Magna’s press material, and therefore able to deliver “ideal torque and traction” that can “significantly improve stability, performance and fuel efficiency.” The system incorporates a multi-plate coupling and energy-efficient electronic components to enhance the track stability of the front axle, which minimizes understeer and oversteer to improve safety as well as a vehicle’s fun-factor. Magna also claims the system’s high-thermal stress tolerance protects itself from overheating when climbing long, steep hills. Needless to say, Kia hasn’t gone in cheap for its AWD system, this Sportage getting the same sophisticated setup as latest Sorento’s.
In
 |
| Photo: Karen Tuggay, Canadian Auto Press |
dry or wet the AWD system gives the Sportage superior grip, tracking through corners and all-round confidence-inspiring stability, enhancing a fully independent suspension that features MacPherson struts with coil springs and dynamic dampers up front and a multi-link setup with dynamic dampers in the rear, par for the course in this class, although if you step up to the Luxury package available with either my SX trim or the EX version, which is a trim below, you’ll get an electric power steering system with driver selectable FlexSteer, which lets you choose between Comfort, Normal and Sport modes that effect steering feel and reaction. This is pretty slick kit for the class, again setting the Sportage apart from all competitors except the Tucson. Even the less advanced electric power steering system I tested proved amply reactive to turn-in, while the suspension delivered a good balance of compliant comfort and sporty handling, the latter aided by the 18-inch rims and rubber I noted earlier.
If
 |
| Photo: Karen Tuggay, Canadian Auto Press |
there’s an area where the Sportage is starting to show its age, it’s the interior. I’m not talking about style, where it still looks as fresh and alluring as the exterior sheetmetal, but rather its execution. For starters the dash top is made from harder plastic, albeit a nice matte finish that looks every bit as good as the soft-touch front door uppers, the door panels also benefiting from comfortable padded inserts that are neatly stitched together with grey thread where they meet up with the armrests. The thick leather-clad steering wheel and leather shifter boot get the same stitched treatment, as does the centre armrest, but the seats don’t come in leather unless opting for the aforementioned Luxury package, although
 |
| Photo: Karen Tuggay, Canadian Auto Press |
this SX model’s mesh cloth upholstery is very nice as is the lighter grey French stitching on the bolsters. The fabric has a grippy quality that holds backside in place during spirited cornering and also keeps you cool in the summer and warm enough during winter, although Kia includes two-way seat heaters for the latter.
Ahead of the driver and front passenger, a large metallic grey surface treatment dresses things up nicely and feels really good too, with a denser consistency that easily passes the knuckle tap test while providing a near soft texture. It houses the primary instrument cluster, infotainment interface and HVAC vents, the first item on the list consisting of three large dials for the tachometer, speedometer, plus the temperature and fuel gauges. A small red LCD multi-information display is set within the base of the speedo, the latter accessible via steering wheel controls that also relay
 |
| Photo: Karen Tuggay, Canadian Auto Press |
commands to the audio system, Bluetooth hands-free phone, voice activation, and cruise control.
Over on the centre stack an ignition pushbutton allows for keyless start and stop, while just to the right a nicely organized and attractively displayed dual-zone auto HVAC system makes climate control management a breeze. The only disappointment was the UVO infotainment system just above, that’s a bit small even for lower trimmed models, although as mentioned multiple times my test model was in near top-line SX trim, the higher end infotainment system only available with that Luxury package I keep talking about.
Let’s face it. We live in a big screen or start packing to go home world, so if you don’t
 |
| Photo: Karen Tuggay, Canadian Auto Press |
come to the party with a full-colour, high-resolution display filled to the brim with stimulating graphics that at the very least look as good as a first-gen iPad, you don’t get to stay and watch the game. While this infotainment display obviously doesn’t fill this requirement, its size and resolution not up to par and graphics appearing somewhat remedial when compared to some rivals, I need to be clear in stating that Kia’s not alone. Then again, all of this segment’s top sellers might fall short to the Sportage in many respects already noted, but they get this very important detail right. Some are even packing fairly big high-res screens standard or one step above, with reverse cameras no less. This one included a rearview camera, but it didn’t give the clearest rearward view due to the lower resolution display. Truly, Kia needs to wake up and smell the digital coffee. We’re all addicted to big high-res screens, and a South Korean company should understand this better than any, with compatriot
 |
| Photo: Karen Tuggay, Canadian Auto Press |
corp Samsung leading the world in smartphone and smart TV production. I’ve got a Samsung TV, Samsung Note 4 phone, and spend most of my day staring at the 15-inch Retina display of my MacBook Pro, and I’m by no means out of the ordinary when it comes to electronic kit, but rather more in the Sportage’s medium-wage demographic. Needless to say I’m expecting more when Kia upgrades the Sportage next year, and if the new Sorento is anything to go by, get ready to be impressed in all respects. At least all of this current Sportage’s infotainment switchgear fits together well, with nice damping and a premium feel. Ditto for the buttons, toggles, knobs and switches elsewhere in the cabin.
As far as features go, there’s no shortage in the Sportage. The SX gets a unique grille and rear bumper design, plus those upgraded 18-inch alloys noted twice before,
 |
| Photo: Karen Tuggay, Canadian Auto Press |
and a dual exhaust system. My Polar white example looked fabulous in its upgraded duds, which also included LED daytime running lights edging the lower rims of the automatic projector headlamps, fog lights, roof rails, plus LED turn signals integrated into the power-folding side mirror housings. Those mirrors are also powered and heatable, incidentally, while other standard SX features not already mentioned include proximity-sensing passive access to go along with that pushbutton actuated ignition system I commented on before, plus tilt and telescopic steering, power windows with one-touch driver’s auto up/down, variable intermittent wipers with a de-icer, an auto-dimming rearview mirror, six-speaker AM/FM/CD/MP3 audio with satellite radio plus iPod-ready aux and USB ports, a power-adjustable driver’s seat with lumbar support, rear parking sonar, a security alarm, solar glass, deep tint privacy
 |
| Photo: Karen Tuggay, Canadian Auto Press |
glass, anti-whiplash front headrests, four-wheel discs with ABS, electronic brake-force distribution, emergency brake assist, and down hill brake control, traction and stability control along with vehicle stability management, hill assist control, all the usual airbags, and much more.
All of these safety features help all Sportage trims with AWD earn a 5-star crash test rating from the National Highway Traffic Safety Administration (NHTSA). Something else you may not realize is that Kia was given the highest ranking amongst all mainstream volume brands (yes, higher than Honda, Toyota, Nissan, Hyundai, and the list goes on) in J.D. Power and Associates 2015 Initial Quality Study (IQS), coming in second place behind Porsche, which means that it also outpaced Lexus, Acura, Infiniti, BMW, Mercedes-Benz, etcetera. It didn’t fair so well
 |
| Photo: Karen Tuggay, Canadian Auto Press |
in the latest Vehicle Dependability Study (VDS), however, ranking just below average, although it’s still ahead of Volkswagen, Chrysler, Volvo, Ford, Hyundai, Dodge, Mini, Jeep, Land Rover and Fiat. This last J.D. Power study queries owners of three-year old vehicles, so when factoring in the latest IQS that shows Kia on a major upswing, we can probably rely on the South Korean brand’s 2018 VDS being much better, or more precisely we should understand that the cars the brand is selling new today will likely be more dependable than the cars it sold three years ago.
Now that we’re talking practicalities, the Sportage’s cabin is roomy front to back with very comfortable seats, while its cargo capacity isn’t class-leading but it’s hardly the smallest either, with 740 litres (26.1 cubic feet) behind its standard 60/40 split-folding rear seatbacks and 1,547 litres (54.6 cubic feet) when they’re folded
 |
| Photo: Karen Tuggay, Canadian Auto Press |
flat. The folding process works just fine, but it’s not as slick as some of its competitors, not even including levers on the rear cargo walls to release the seatbacks. Its maximum towing capacity is also average at 907 kilos (2,000 lbs).
On a very un-average note, Kia is covered by one of the best warranties in the industry boasting comprehensive (bumper-to-bumper) coverage, powertrain coverage, and North American-wide roadside assistance coverage lasting a full 100,000 kilometers or five years. Go check into what it will cost you to add an additional two years of comprehensive coverage onto one of the aforementioned compact SUV sales leaders and the Sportage’s already advantageous pricing will start to look even better.
The SX starts at $32,695 plus $1,715 for freight and pre-delivery prep, and while this
 |
| Photo: Karen Tuggay, Canadian Auto Press |
is a very competitive price for such a well-featured compact SUV that blows most competitors away when it comes to styling and performance, it’s also available for much less. The base LX with the six-speed manual starts at a very affordable $22,995 plus freight, while the better equipped EX is still within most new SUV shoppers’ budgets at $28,495, and it comes standard with the automatic and much more. You can add the Luxury package, including navigation, to EX trim for a total of $36,395 or do likewise with my LX tester, at which point it’ll cost you a cool $38,495 plus freight, which is still a fairly average price for a compact SUV with all the options, many of the Sportage’s rivals even wandering well over the $40k threshold.
Value has long been a core component behind every Kia model, so I’m back wondering why the Sportage isn’t the best-selling compact crossover SUV in its segment. It must be that it’s simply not on enough buyers’ shopping lists, which means Kia needs to do a better job getting the word out. Vehicles as good as this shouldn’t be kept in the dark, so do yourself a big favour and check out the Sportage when it comes time for an upgrade. You’ll get a great compact CUV, and enjoy a little premium-like exclusivity to boot. What’s not to like about that?
©(Copyright Canadian Auto Press)
