Long-Term Road Test Wrap-Up
Date: December 2013
Months in Fleet: 20 months
Current Mileage: 40,015 miles
Average Fuel Economy: 23 mpg
Range: 352 miles
Service: $405
Normal Wear: $33
Repair: $196
Damage and Destruction: $457
With this 40,000-mile test finally reaching completion, our cumulative mileage in turbocharged Kia Sportage SX crossovers climbed to nearly 60,000 miles. (This includes an abbreviated stint in a similar 2011 model that met an untimely demise in snowy Northern Michigan.) So we’re thoroughly familiar with the crossover, and despite some tiresome day-to-day issues, the Sportage stands as solid proof of the Korean manufacturer’s transformation into a solid full-line automaker.
Boosted for Your Pleasure
With sharp styling, piles of standard equipment, and practical packaging, the 260-hp Sportage SX impressed us immediately on our first test in 2011. That report revealed it to be one of the quickest Kias on the market, too, capable of reaching 60 mph in 6.1 seconds. Our first SX long-termer did the deed in 6.4, but this 2012 model required 7.5 seconds to hit the mark, a discrepancy neither we nor Kia could get to the bottom of. That figure dropped to 7.4 seconds as the 2.0-liter turbo four loosened up over the course of our test, with the quarter-mile run also improving. Stopping ability from 70 mph (191 feet) and lateral grip (0.77 g) at the 40,000 mark were so-so for the class.
Whatever the track sheets said, the Sportage rarely left us wanting for more power in the real world. With a curb weight of 3666 pounds and 269 lb-ft of torque at just 1850 rpm, the SX felt energetic, and it sliced through traffic and scurried around poky back-road travelers with ease. “The Kia’s turbo engine is a can of Red Bull compared with the juice-box offerings of most other crossovers,” noted technical editor Eric Tingwall.
Yet several drivers complained of the turbocharger’s digital-feeling, on-off nature. Some pilots preferred to leave the Kia in its Active Eco mode, which softened the power delivery at the expense of maximum thrust. Others took issue with the engine’s coarse sound and the transmission’s dithering over ratio selection under heavy throttle.
Although our observed fuel economy of 23 mpg was lower than one might expect from a compact crossover, it’s not out of line for one powered by a turbo four making 260 horsepower. Combined with the Kia’s small 14.5-gallon tank, cruising range averaged 350 miles on long trips. At least the frequent pit stops afforded drivers a break from the short, narrow, unsupportive front seats. (From our recent experience with the new Soul, Kia is improving the quality of its driver and passenger thrones.)
Other Moving Parts
Similar to the power delivery, the SX’s standard sport suspension was deemed overly aggressive for a family hauler. Some drivers viewed it as an acceptable trade-off for improved body control compared with lesser models, but the dampers became less effective over uneven surfaces as the miles accumulated. The electrically boosted power steering was chided for its dartiness and lack of feel, lending a busy feeling at highway speeds that required frequent corrections. (This continues to be a weak point for most Korean vehicles; Kia’s ploy of offering driver-adjustable steering in its latest models merely changes weight and does nothing for feel.)
Traction from the SX’s standard all-wheel-drive system was never an issue, and our long-termer bravely tackled an extended stay in the mountains of Montana. Michelin Latitude X-ice Xi2 winter tires ($162 each) greatly helped the Sportage handle that state’s rugged terrain as well as its prodigious amounts of snow. The Sportage’s roomy rear seat and wide-opening rear doors made it popular for family treks, although its 26 cubic feet of cargo space are on the small side even by compact crossover standards.
A Thing for Oil
Although reliability was never a problem—and anyway, the Sportage, like all Kias, carries excellent warranty coverage—the SX’s turbocharged mill did require frequent oil changes and services, at least by today’s standards. The first scheduled checkup was at 3000 miles, with regular visits required every 5000 after that. Our nine scheduled trips to the dealer, however, amounted to $405, with the most expensive running $84 for an inspection, tire rotation, and new cabin air filter. Compared with our long-term Mercedes-Benz GL450 and its $200-plus oil changes, the Sportage SX was very kind to our pocketbooks. Other notable expenses included $33 for new front and rear wipers; $196 to replace a right-front tire that became clogged with road tar; and $457 to repair the right-rear quarter-panel damaged by an anonymous driver in a parking lot.
Upward Trajectory
With competitors such as the latest Ford Escape approaching $40,000 with options, our loaded, top-of-the-line $32,515 Sportage SX is a highly agreeable and practical hauler for the money—and it’s a far cry from the dowdy previous-gen model. (You can read about the SX’s extensive list of standard equipment here.) Although a palette of dark, cheap interior plastics, along with the lackluster front seats, made the Kia’s cabin feel less coddling than those in some of its competitors, the ergonomics were simple and a refreshing break from some computer-heavy center stacks. Some drivers did wish for a more intuitive interface and navigation system on long trips, although others had no qualms even after several hundred miles behind the wheel.
At the 40,000 mark, our long-termer began to feel a bit antiquated in the face of Kia’s continual—and rapid—improvement of its other core models. The compact-crossover set the Sportage plays in has been getting tougher as well—a non-turbo EX model finished in the lower quadrant in a recent six-ute comparison test (with demerits for an unrefined engine and small cargo hold). Even so, our long-term turbocharged Sportage SX was a consistently trustworthy and versatile companion during its stay. We’ll let Tingwall have the last word: “I can think of more than one American brand that would be proud to sell this Sportage.”
