Kia's 2010 Sorento is Seoul contender

"Well, do you like it?" Five little words that strike fear into the heart of every husband, because there is a minefield of wrong ways to answer lying in wait for the unwary.

"Like it?" Like what, you wonder. Then panic. What has she done? New shoes? No, they're the ones she wore last week. New outfit? No, seen that before too. New haircut? Got it!

In pictures: Kia Sorento

You could be forgiven for thinking the same about the 2010 version of Kia's mid-size SUV, the Sorento. It looks pretty much like the old one, apart from the new Peter Schreyer-designed family face, a smart chrome-framed grill that has already been seen on the Cerato and Soul, and will ultimately appear in some form on all of the company's vehicles. But, in fact, this Sorento is actually nearly 10cms longer that the old one, sits on a slightly shorter wheelbase and drops a little in height.

The profile is much the same, with the established hockey-stick kink at the C-pillar, but the bonnet is a new, distinctive and very accomplished clamshell design. Here you can really see Schreyer's influence — trace the outside edge of the new grille up to the bonnet, and there is a sinuous, 3-dimensional curve that leads the eye back to the base of the windscreen. It's an incredibly sophisticated crease, and must have been a nightmare to manufacture.

In reality, almost the whole car is new. Where before the Sorento was a body-on-frame construction, the new version is a monocoque, lighter and stiffer than before, and with obvious benefits for the handling. Gone too is the old solid rear axle, replaced with a multi-link setup at the rear and MacPherson struts at the front. All four wheels are driven, via a new six-speed automatic, but there is no longer the option of a low-range transmission. Instead you get an electronic locking centre diff, and lots of electronic trickery — a Hill Start Assist, Hill Descent Control and Stability Control — to help you in the sticky stuff and keep you out of trouble.

Brakes are 321mm ventilated disks at the front, 302 solid at the rear, and an electronic brake force distribution system is fitted as standard.

Under the bonnet you'll find a version of Kia's new Lambda II engine, here in 3.5-litre V6 guise with CVVT, pushing out a healthy 273bhp and 335Nm of torque. This is a surprisingly vocal powerplant, with a lust for revs and a V6 howl that wouldn't be out of place in sports coupé, if they ever choose to build the one that Peter Schreyer is itching to design.Inside you're treated to wall-to-wall leather, dual-zone climate control and a hefty sound system with separate amp and sub. But there are surprises too — a panoramic glass double sunroof makes it a very light and airy place to sit. And talking of sitting, there are two full-size (and leather-trimmed) seats in the back, making it a true seven-seater. Though how you're actually meant to get into them is a different question entirely — maybe best left to the kids, after all.

The dash, too, is very smart, deep-set virtual dials that gently light up with white numbers when you push the start button. Ignition keys are just so last season, my dear.

Behind the wheel, and the extent of the changes really starts to become apparent. You still enjoy the commanding high driving position, but this is a much more car-like drive than the previous Sorento. At first, I wasn't at all impressed with the test car's throttle — it was all or nothing, making smooth progress very difficult. Then I found the dealer's car mats were snagging the accelerator pedal, so I threw them in the back and it was a car transformed. Still lively, but much easier to control. This is the same engine as found in the upcoming Cadenza saloon, but, oddly, it felt far more lively in the Sorento. Maybe shorter gearing is the cause, but it felt like the emphasis had been put very firmly on the S part of UV.

Steering is by conventional rack and pinion, but was light, accurate and offered extremely good lock. Don't know how small the turning circle actually is, but it would be fun to trickle this around a rocky wadi if I get the chance.

On the road, the shift to a more car-like feel is very apparent. There's no vagueness at the wheel, it just goes exactly where you point it. The engine has enough grunt to chirp all four tyres if you want to, and will happily rev out to nearly 7,000rpm.

Suspension is on the firm side, so what little body roll there is, is well controlled, and it will corner tidily at what feels like unfeasible speed. Not much road noise gets into the cabin, but again I would like to try it out a bit more before making a final judgement.

Certainly, it is quiet and refined in the environment where most Sorentos are likely to spend the majority of their time.

And that rather sums it up. The new Sorento is a different beast from its predecessor. Gone are the heavy frame and low-range box, supplanted by electronic aids and modern technology to preserve the off-road capability. The upside, of course, is the big improvement in refinement, performance and on-road ability. The 2010 Sorento is a thoroughly competent drive, fast, quiet and comfortable, with a solid and luxurious interior and plenty of toys.

It still represents great value for money, but now brings a level of style and sophistication that quite simply lifts it into a new market. Kia made a declaration of intent when they hired Peter Schreyer. This is the result, and we like it.

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