2024 Kia Sorento

The 2024 facelift left the hybrid powertrain alone: a 1.6L turbo-four plus an electric motor makes 227 hp combined. That is more than the base 2.5L but modest for a three-row SUV.

The motor's low-speed torque takes the system to 258 lb-ft, which makes it feel livelier around town than the naturally aspirated gas model.

About 7.5 seconds is typical for a mainstream mid-size hybrid crossover. It is quicker than the base 2.5L and slower than the 2.5T.

Reviewers call the hybrid lively once it is moving, and the gas-electric handoffs are generally smooth. The downsides are a slight delay off the line and a buzzy four-cylinder under hard throttle, so it trails Toyota's smoothest hybrids.

It uses a conventional 6-speed automatic rather than an eCVT, so it shifts like a normal car with no rubber-band drone. There is an occasional low-speed clunk during motor/engine handoffs.

Scored on the hybrid, which is rated for 2,000 lbs. That covers a small utility trailer, but heavier towing requires the gas turbo.

The Hybrid comes in FWD or AWD, and AWD is available across most gas trims and standard on X-Line/X-Pro and the PHEV. The system has a center lock and terrain modes but no low range.

The hybrid has only 6.9 in of ground clearance and no underbody protection or hybrid X-Pro, so it suits paved and gravel roads. The Sorento range's modest trail ability comes from the gas X-Line/X-Pro.

For 2024 there are four distinct powertrains (2.5L, 2.5L turbo, 1.6T hybrid and 1.6T plug-in hybrid), with FWD and AWD on most. That is among the widest choices in the mid-size three-row class.

The 2024 Hybrid FWD is EPA-rated at 37 mpg combined, one point better than the 2025 rating and among the best of any three-row SUV. The AWD hybrid drops to 34.

The EPA city figure of 39 mpg is the hybrid's strongest number, reflecting motor assist in stop-and-go driving.

At 35 mpg on the highway, the geared 6-speed keeps the turbo-four efficient at cruise.

The hybrid keeps a 17.7-gallon tank, so 37 mpg combined gives more than 650 miles per fill, among the longest ranges of any three-row SUV.

EPA's standard estimate for the FWD hybrid on regular gas is $1,750 a year, well below the gas Sorento.

It runs on regular unleaded and needs no plug-in charging, so there is no costly fuel requirement.

NHTSA gives the 2024 Sorento Hybrid 5 stars overall in both FWD and AWD form, the highest rating it awards. Frontal crash and rollover are the weaker results at 4 stars each.

The 2024 Sorento earns an IIHS Top Safety Pick (not TSP+). Every crash test on its ratings page is Good: small overlap front, the original moderate overlap front, and the updated side test. It falls short of TSP+ and of the top of the band because IIHS lists no Good result in the tougher updated moderate overlap test, which checks rear-passenger protection, and because the headlights are only Acceptable.

For 2024, Kia makes 10 ADAS features standard. On the volume Hybrid EX they include forward collision-avoidance with pedestrian, cyclist and junction-turning detection, lane keeping, lane following, blind-spot collision avoidance, rear cross-traffic collision avoidance, and navigation-based Smart Cruise Control with stop-and-go. HDA2 and the camera aids (surround view, blind-spot view monitor) are held back for the SX-Prestige.

IIHS rates the standard front crash prevention Good in the tougher vehicle-to-vehicle 2.0 test and Good in the pedestrian evaluation, which includes nighttime runs.

Blind-spot collision avoidance and rear cross-traffic collision avoidance with automatic braking are standard, along with Safe Exit Assist and rear automatic braking. The Blind-Spot View Monitor camera is limited to the top trim.

Lane Keeping Assist and Lane Following Assist centering are standard. Reviewers find the system competent and unobtrusive on well-marked highways, though it wanders slightly on curves and faded lane paint, so it falls short of class-best.

Full-speed-range Smart Cruise Control with stop-and-go is standard, and for 2024 it adds machine-learning adaptation to the driver's following and braking style. Reviewers describe smooth slowing and prompt resume. HDA2 with automatic lane change is reserved for upper trims.

No trim offers hands-free highway driving. HDA and HDA2 are hands-on systems that warn and then switch off when the driver lets go of the wheel.

IIHS rates the headlights Acceptable. That is a clear step up from the Poor-rated reflector lamps on pre-refresh volume trims, but no Good rating is available. Standard auto high beams make up for some of the weaker beam reach.

The upright, boxy greenhouse and large side windows give better natural sightlines than most sloped-roof rivals. The third-row pillars are the main blind spot, and the surround-view camera that would cover it is not on the volume EX.

There are four complete LATCH sets, two each in the second and third rows, with easy-to-find top tethers. IIHS still rates ease of use only Acceptable because the lower anchors sit deep in the seat, and the second-row doors are on the small side.

Both 2024 Hybrid trims come with second-row captain's chairs, so the hybrid seats six.

Generous front headroom for a mid-size three-row crossover.

Front legroom is below the class leaders.

Second-row headroom is roomy.

The second row is the Sorento's strong point, with near-full-size legroom.

There is a real third row, but at 29.6 in of legroom it is for kids. Standard captain's chairs make it easier to reach.

Cargo space behind the second row is modest for a three-row SUV, because the Sorento is compact on the outside.

Maximum cargo space trails larger three-row rivals.

Everyday storage is competitive: a dual-level cargo floor, power outlets in the console and cargo area, and door cupholders. The 115V inverter is SX-P only.

Reviewers praise the front seats and the captain's chairs are comfortable. The EX gets SynTex upholstery and a 10-way power driver's seat.

The hybrid rides more calmly than the gas Sorento, and the EX's 17-inch wheels help it soak up bumps.

The cabin is quiet, helped by electric launches and an acoustic windshield.

Dual-zone climate, second-row vents and heated front seats are standard. Ventilated seats, a heated wheel and rear sunshades are SX-P only.

2024 is the facelift year of the fourth-generation (MQ4) Sorento, and the base price rose about $1,600 over 2023. The gas LX FWD is still one of the cheapest three-row mid-size SUVs; the hybrid line starts at the EX.

This scorecard covers the hybrid, and the EX FWD is the volume hybrid configuration: it is the cheapest hybrid and has the best EPA rating. It undercuts a Highlander Hybrid by several thousand dollars.

The estimators disagree widely, so this figure sits between them. It leans toward Edmunds because Edmunds is the only hybrid-specific source. Kia's 5-yr/60k-mi basic warranty covers most repair exposure inside the window.

Edmunds' hybrid-specific projection leaves about 46% of the cash price after 5 years, a little below the nameplate-wide iSeeCars figure. The early-life data is firmer: KBB shows about 28% depreciation after 2 years.

Kia's 5-yr/60k-mi basic coverage applies across the 2024 line and beats the 3-yr/36k-mi mainstream norm.

This is the segment benchmark, and it also covers the hybrid's high-voltage battery. The full term applies only to the original owner.

Kia includes no complimentary scheduled maintenance in the US, unlike Hyundai (3 yr/36k mi on the Santa Fe) or ToyotaCare (2 yr/25k mi). It does include long 5-yr/60k-mi roadside assistance with trip interruption, plus a Kia Connect trial. That puts it in the 'basic roadside only' band.

$38,365 volume-trim price minus its estimated resale value after 5 years (46% retained, or about $17,648) leaves about $20,717 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,217 in total.

The sources disagree. Consumer Reports rates the 2024 Sorento Hybrid less reliable than other cars of the same model year. J.D. Power gives the 2024 Sorento a 'Great' 81/100 predicted reliability. 2024 was also the facelift year, with a new curved dual-display cabin, which adds early-build risk. Mixed signals put it in the lower half of the average band, below the 2025 hybrid, which CR rates above average.

Kia is solidly mid-pack or a little better, not a top-5 brand. It scores modestly better than the industry average in recent J.D. Power VDS results and sits around the middle of the mainstream brands in Consumer Reports' brand rankings.

Neither 2024 Sorento recall on file names the Hybrid. 25V006, a body-controller software fault that can drop the low beams and taillights, covers the 2024-2025 gas Sorento but only the 2025 Hybrid. 24V287, a miswired power-steering harness, covers 95 gas cars. The heavier recalls earlier in the MQ4 generation were on the 2.5T/DCT gas cars, not the hybrid. That is typical-to-light recall activity with nothing systemic.

The hybrid uses Hyundai-Kia's 1.6 T-GDi engine with an electric motor and a 6-speed torque-converter automatic. The system has been in volume use since 2021 across the Sorento, Santa Fe, Tucson and Sportage hybrids with no hybrid-specific powertrain recall. It avoids the 8-speed wet DCT that caused trouble on the 2.5T cars. It lacks Toyota-level high-mileage proof, and CR's below-average 2024 hybrid result plus owner complaints about the transmission and 12V battery keep it mid-band.

The 2024 facelift brought a curved 12.3-inch dual-display panel, revised climate controls, slimmer vents and an ambient light strip. SynTex upholstery is used on the volume hybrid trim and real leather on the SX Prestige. Reviewers call the cabin upscale and well built for a mainstream mid-size SUV, with hard plastics limited to low-touch areas.

Kia's initial quality is strong, and Sorentos built in West Point, Georgia show no pattern of panel-gap or rattle complaints. Points come off because this was the first year of the refreshed interior and electronics, because the body-controller software fault reached 2024 gas cars, and because CR's owner data for the 2024 hybrid is below average.

Kia has roughly 750-800 US dealers, so service is available almost everywhere. Service satisfaction is the weak point: Kia placed last among mass-market brands in a recent J.D. Power Customer Service Index. Coverage is adequate and the service reputation is mixed to poor.

Sorento repair costs are below average, and the hybrid shares its powertrain with three other high-volume Hyundai-Kia hybrids, so parts supply is deep. Hybrid-specific parts cost more out of warranty, but Kia's 10-year/100,000-mile powertrain and hybrid-battery warranty covers the big failures for the first owner.

The 2024 Hybrid kept the pre-facelift 10.25-inch touchscreen. The 12.3-inch curved display went only to the facelifted gas Sorento that year.

The system is easy to use and keeps physical shortcut keys, though the screen is smaller than rivals'.

Wireless CarPlay and Android Auto are standard on both hybrid trims.

Native navigation with an integrated modem and voice recognition is standard, and it feeds navigation-based smart cruise.

The EX has a basic 6-speaker system. A 12-speaker Bose system is SX-P only.

The volume EX makes do with a small 4.3-inch TFT between analog gauges. The 12.3-inch digital cluster is reserved for the SX-P.

The pre-facelift 10.25-inch head unit has a connected modem, but software and map updates go through Kia's Navigation Updater. Wireless OTA arrived with the facelift's ccNC system.

Kia Connect covers remote start/climate, lock and locate through the modem, with a trial then a subscription. A phone-as-key is not confirmed for the pre-facelift hybrid.

Wireless charging is standard, there are USB ports in every row, and 12V outlets sit in the console and cargo area. The 115V inverter is SX-P only.

Smart-key entry, push-button start, fob remote start and a hands-free Smart Power Tailgate are standard.

Front and rear parking sensors are standard. Surround View, Blind View Monitor and rear auto-braking are SX-P only.

No head-up display is offered on the 2024 Sorento Hybrid.

Captain's chairs give a walkway to the kids-only third row. LATCH is Acceptable, and Rear Occupant Alert and Safe Exit Assist are standard. Cargo space behind the third row is tight.

A 5-star NHTSA rating, an IIHS Top Safety Pick and a broad standard ADAS suite on the EX.

It is quiet and calm-riding with second-row vents and a long range. Luggage space with the third row in use is small, and the third row suits kids only.

Electric launches and a quick-shifting 6-speed make it smooth in town. CR notes some driveline vibration in stop-and-go traffic.

37 mpg combined (FWD) on regular fuel is excellent for a three-row SUV.

A 189-in footprint and a 37.9-ft turning circle are compact for three rows, and front/rear sensors are standard. Surround view is SX-P only.

A 2,000-lb braked tow rating (1,654 lb unbraked) limits it to light trailers.

This is a unibody family crossover with no proven work-duty record, backed by a 10-year/100,000-mile powertrain warranty.

Roof rails, a dual-level cargo floor and 12V outlets are standard. The 115V inverter is SX-P only and there are few work provisions.

About 655 miles of range, a quiet, calm cabin and standard Highway Driving Assist make it a strong tourer.

AWD is optional on the EX, and a Snow mode and roof rails are standard. 6.85 in of ground clearance and a 2,000-lb tow rating keep it to gravel roads.

50/50 second and third rows, a dual-level floor and roof rails. Maximum cargo space is mid-pack.

Body roll is well controlled and it responds tidily, but it is not engaging.

The steering is light and short on feedback.

Edmunds calls the brakes confidence-inspiring, with a well-blended pedal. Its 127-ft 60–0 stop is average.

Gas-electric transitions are unobtrusive and the 6-speed shifts crisply, apart from some stop-and-go vibration and a slight delay pulling away.

It is quiet in electric and light-load driving. The 1.6T is audible but inoffensive when pushed.

Mid-pack for SUVs and tight for a three-row.

The front seats are supportive and the controls easy to use. The pre-facelift dash uses a rotary shifter and physical keys.

Pleasant and brisk enough, but an appliance rather than a driver's car.

The 2024 facelift made a 12.3-in curved display, wireless CarPlay/Android Auto, three rows and a broad ADAS suite standard. The Hybrid EX adds a power liftgate, heated front seats and a wireless charger, and rivals such as the Highlander Hybrid charge more for similar content.

A three-row, 227-hp hybrid rated in the mid-30s MPG for about $38K delivered is hard to match, and it carries Kia's warranty. Weak hybrid residuals take a little off the value.

The nameplate offers a wide ladder: gas LX, S, EX, SX, X-Line and X-Pro trims, plus hybrid and PHEV, spanning about $33K to $52K, with FWD or AWD and six- or seven-seat layouts. The hybrid on its own is narrower, with just EX FWD, EX AWD and SX-Prestige AWD.

US sales were about 95,000 in calendar 2024, up from about 87,000 in 2022. It is a steady high-volume mid-pack seller, behind the segment leaders and its stablemate Telluride.

By 2024 Kia's image had moved well past budget-brand status on the back of the Telluride, EV6 and EV9. It still isn't aspirational and trails Toyota and Honda on resale.

During its sales run the 2024 hybrid typically saw modest subvented APR and lease offers. Hybrid demand kept discounts thinner than on the gas trims, and the model year has now sold through.

The MQ4 generation launched for 2021, and 2024 is the facelift year, with new styling, a new 12.3-in curved display and a revised dashboard. That makes it freshly refreshed mid-cycle, and no redesign is imminent.

It is well reviewed as a value-rich three-row hybrid, with KBB's #2 Best Hybrid SUV of 2024 and an IIHS Top Safety Pick. Reviewers flag the tight third row and small cargo space, and it rarely wins comparison tests against the Highlander Hybrid.