Pros & Cons
- Side-view cameras reduce guessing.
- Wolf Gray looks upscale.
- Quiet cabin at 70mph.
- Dual-clutch shudder off-line sometimes.
- Check-engine misfire interrupts trips.
- Depreciation punishes top trim.
2022 Kia Sorento X-Line SX Prestige Review with Vyocar
Despite its eager turbocharged engine, the Sorento's dual-clutch transmission is a glaring weak point, with shuddering, slipping, and stalling that betray an otherwise capable driving experience.
Overview
I roll up in the 2022 Kia Sorento X-Line SX-Prestige and immediately feel like Kia is trying to pick a fight with my skepticism. The paint is that meme famous shade, Wolf Gray 2022 Kia Sorento X-Line SX-Prestige, or if you are feeling British about it, Wolf Grey 2022 Kia Sorento X-Line SX-Prestige. Either way, it wears the X-Line designation like a gym hoodie over a dress shirt, a rugged appearance that still reads upscale. For a mid-sized SUV that is also a three-row SUV and a 3-row SUV, it looks less like a rental lot appliance and more like a range-topper that actually wants to be seen on showroom floors. I mean, that tiger grill, those 20” matte-finished alloy wheels, the bold lines, the sculpted hood, the spoiler, even the rear wiper all scream confidence. Is it one of the best-looking SUVs out there? Beauty is subjective, but I did catch myself staring like a dork.
Now, here is where I stop pretending I care about bragging rights and start caring about Tuesday. The quiet and comfortable cabin is the kind of place you want to sit when traffic is doing its usual slow motion tragedy, and the high-quality interior materials do not feel like they were chosen by the lowest bidder. Especially if you are weighing the Kia Carnival Hybrid. The ergonomic controls are refreshingly normal, which sounds like faint praise until you have fought a touch slider while hitting a pothole. With the 2.5 turbo pushing 281 hp and 311 lb ft, it has enough shove to keep the daily grind from feeling like a punishment, and it still behaves like a sensible SUV/Crossover instead of a drama queen.
The funniest part is how much of this stuff used to be a feature usually found on way more expensive SUVs, and now it is basically a mainstay on newer Kias. That is why it feels like outstanding value even when I am actively trying to be cynical. Kia has been dropping killer product after killer product, and this one is a bit of a runaway hit for a reason, even the Kia K5 keeps showing how serious the brand has gotten about value and polish. It does the family thing without feeling like defeat, and it cleans up well, even after the humiliating reality of a winter car wash where I am outside freezing while it plays luxury SUV on the inside. I have tested a lot of handsome crossovers, but this one keeps sneaking into my list of favorite vehicles because it is practical first and still a little muscular about it.
What’s New for 2022
For 2022, the new version of the fourth-gen Sorento tries to improve upon many of its predecessor’s shortcomings without acting like it suddenly discovered fire. If you want the good stuff, I’d skip right past the Sorento’s entry-level 191-hp naturally aspirated 2.5-liter inline-four and go straight to the turbocharged 281-hp 2.5-liter inline-four paired with the eight-speed dual-clutch gearbox. On paper it’s a simple story. On the road, it’s the difference between “fine” and “okay, now we’re moving.”
Kia also admits the gearbox needed manners, so you get tweaked transmission programming to update the gearbox’s programming as part of a transmission logic update. There was even a posted service action, which is corporate-speak for “yes, we heard you.” The fixes include an oil-cooled clutch, and if things went sideways, some owners saw a replacement refurbished transmission. The upside is you can still dodge the drama entirely by picking the available gasoline-electric hybrid or plug-in-hybrid powertrains, which feel like the calmer, more grown-up choices when you actually have errands to run.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
Kia went big here with the 2.5-liter turbocharged four-cylinder engine. You get 281-horsepower, plus 311lb-ft of torque or if you like it spelled out, 311lb-ft of torque and 311 pound-feet of torque, and yes I noticed it hits hard at about 1700 revs. The Torque is the headline because it makes this SUV feel eager (Hyundai Palisade shoppers will notice) without me having to stomp the pedal like I am trying to wake it up. From a dead start, it accelerated to 60 mph in just 6.0 seconds, and that is the kind of number that makes school runs feel slightly illegal. The engine note is raspy but not overly loud, and the straight-line performance is honestly the part that had me grinning the most.
Now for the part that actually matters when roads get messy and plans get dumb. power gets delivered to all four wheels through advanced all-wheel drive, and the setup includes a locking center differential and snow-mode for the days your street looks like a powdered donut. The best bit is how the drive modes change the attitude quickly, with sport mode giving it sharper responses without turning me into a wannabe track hero. I also liked the shift paddles more than I expected, mainly because they let me pretend I am doing something important. In normal use, Power delivery is good, especially for highway or backroad maneuvers, where you want calm confidence, not drama.
The X Line vibe is part real and part costume, but it works. You get 1.0-inch higher ground clearance (8.3″ total), plus better approach/departure angles, and then the spec sheet pops up with Minimum Ground Clearance listed as 8.2 inches, which is close enough for real life and still funny in a nerdy way. The look is helped by the roof rack, exclusive fascia treatments, and unique 20-inch wheels, and yes I noticed the lower profile side of the tires because it changes how the bumps feel. This is still a soft-road oriented vehicle meant for light terrain, not some mud bog monster, even if you slap on an all-terrain tire and start telling stories.
Here is where the plot thickens, and not in a fun way. The eight-speed dual-clutch transmission or if we are being formal, the Dual-Clutch Automatic Transmission, is listed as Transmission Type: Automatic, 8 speed, and when it is behaving, the quick-shifting transmission delivers quick shifts that feel crisp (this contrast matters even more if you are cross-shopping smoother alternatives like the Kia Sportage Plug-in Hybrid). But I also dealt with off-the-line shudders, then excessive clutch shudder and slip, which sounds like a small issue until you feel the clutch pack arguing with itself. It got weird through gears one · three · five · and seven, and I could feel the drivetrain doing little hiccups that turned into full lurches. Even worse, it stalled and later it stalled while we attempted to accelerate away from a stoplight, which is the exact moment you start bargaining with the universe.
Then the dashboard decided to add some theater. The check-engine light showed up, then the check-engine light illuminated, and the diagnosis read misfire in cylinder four from a bad ignition coil. The SUV bucked and struggled to maintain speed, and I was basically limping the Sorento while it was bucking and coughing on Interstate 94 like it had swallowed a kazoo. I pulled into a truck stop, and after it lurked and bobbed at idle, it tried to move again, then basically dumped the clutch in spirit, not style.
In stop-and-go traffic, that kind of behavior feels like the river Styx with cupholders, and yes my brain went full Roman empire about reliability, because this is the Achilles’ heel moment that hits gradually · then all at once. Add a troublesome transmission, a refurbished transmission in the story, a pulsating brake pedal, scored rotors, and the joy of Resurfacing the discs while wondering about thermal capacity and future scoring, and suddenly that 8-speed automatic charm fades fast, even if the Top Speed is 131 mph and the Drivetrain is AWD and the quick-shifting transmission meant it felt sharp on the good days.
2022 Kia Sorento X-Line SX Prestige Fuel Economy Test
The EPA rates say 22mpg city, 27mpg highway, and 24mpg combined, and yes, I walked into this thinking I would match that like some kind of responsible adult. In real life, with stoplights, short merges, and me pretending I am late to a meeting, I observed a mixed fuel economy of 21mpg combined over 180 miles. In City driving it feels like the Sorento snacks between corners, on the Highway it settles down, and as a Combined number it basically calls you out if your right foot has main character energy.
If you drive like a calm person, it can live up to Average Fuel Economy: 24 mpg, and I even had one stretch where I was up 5 mpg just by easing off the throttle and not treating every gap like a video game. The practicality part is solid, though: Fuel Tank Size: 17.7 gal, and Kia lists Fuel Capacity at 17.7 gallons, which helped me hit an Observed Fuel Range: 420 miles before I started side eyeing the gauge. Also, it drinks Regular, so at least your wallet does not get bullied at the pump.
Interior, Comfort and Space
My first impressions of the interior, welcoming you in the Sorento are basically this: it’s trying to look expensive, and honestly, it mostly pulls it off. You get premium materials that feel legit, especially the Rust 3D embossed leather seats with their slightly bolstered seats, crisp diamond patterns, and tidy stitching. The vibe is warmed up by black and open-pore wood materials, plus open-pore wood trim that feels like it belongs here, not like a plastic costume. Also, very nice wood adorns the door panels, continues through the dash, which is the kind of detail that makes me stop nitpicking for a second. And yes, between the full-length sunroof and the massive panoramic moonroof, the whole cabin a very airy feel with an actual airy feel, not just marketing math.
Comfort is where it starts acting like the grown up in the room. The quiet interior stays calm even when you are hustling, with 68 decibels enter the cabin at 70 mph, which is close enough to whisper territory for a family hauler. The second-row captain chairs are incredibly comfortable for adults of all sizes, and the setup is smart too, because Second-row seats are on tracks, slide and flip forward without turning into a wrestling match. You get the good daily stuff like pushbutton start, rearview camera, USB connectivity, and voice controls, plus the practical wins, second-row seats, slide, recline, heated, with rear A/C vents that actually matter when the back seats start complaining.
Space is handled with a lot more common sense than ego. Up front it feels spacious behind the front seats, and in the middle, legroom isn’t a problem, so nobody has to sit like a folded lawn chair. I have driven plenty of compact crossovers, including the Ford Escape Titanium, and this cabin packaging feels like it was designed by someone who has carried real humans in the back. The second-row seats make life easy, and the third-row seats are there when you need them, with ample space for adults on shorter trips or kids, but let’s not pretend it is magic, it is not comfortable for adults for any long haul.
Cargo is the quiet flex. Behind the third row it is decent, and when you fold things down you get a spacious cargo bay that feels ready for actual life, groceries, strollers, whatever you are dragging home. Little touches help too, like USB ports in the back of the front seats, because somebody is always running on 2 percent battery, and the Third row seat is usable enough that you will not hate yourself for flipping it up. So yeah, it is comfy, roomy, and mostly drama free, which is kind of the whole point, right?
Cargo Space & Family Practicality
I’m Going to the cargo area with a grocery cart, one kid yelling, and the other holding a juice box like it’s a weapon. This is where the hands free power liftgate earns its keep. Wave your shoe under the bumper and that super cool foot sensor and foot sensor combo actually works, which feels like cheating in the best way. Call it the Power liftgate or the Power liftgate, either way it saves you from doing the awkward elbow shove when your hands are full and your dignity is already limited.
The real win is how the Folding Rear Seat and Third Row Seat setup plays in real life. The third row seats manually drop so you can get that flat cargo area, and once it’s down you’re staring at 75.5 cu.ft. of Trunk or Cargo Capacity 75.5 cu.ft. with a usable cargo area and some genuinely handy underneath storage for the stuff you don’t want rolling around. Is it easy to put back up?
Mostly, though the third row can be a little fussy when you’re rushing. You also get Max Seating Capacity 7, plus the road trip basics like Fuel Capacity 17.7 gallons, and if you’re hauling toys, Roof Rails up top and Towing Capacity, Maximum of 3500 lbs. down low, spelled out again as Towing Capacity, Maximum 3500 lbs. for anyone who likes receipts.
Infotainment, Connectivity & Tech
The dashboard and center stack are both digital, and it immediately changes the vibe from “mid-size family hauler” to “I swear I paid attention in 2022.” You get a 12.3-inch display paired with a 10.25-inch display, plus that extra 10.2” screen feeling in the way everything is laid out High on the dash. The whole setup is bright · crisp · and easy to read, and the graphics look colorful without trying too hard.
The UVO telematics system is responsive · easy to use, and yes, it is also fast and easy to use in the real world when you are tired and just want your music now. If you have ever wrestled an older interface, even a Ford Escape Titanium, this feels calmer and less “why are we like this” at 7 a.m. You get Android Auto, Apple CarPlay, and Sirius radio integration baked in, plus Internet Access, Smartphone Interface, Voice Recognition System, Hands Free Phone, and a proper Touch Screen Monitor that does not make you stab at it twice.
Audio and calls are handled well, especially with the Bose sound system and navigation doing their thing while Bluetooth, Bluetooth Streaming Audio, and Bluetooth Wireless Technology keep everything talking nicely. I can operate the Bose sound system, then hit the Passenger Talk button when the third-row passengers start a debate back there, thanks to the built-in microphone. Flip on Quiet Mode and it literally cuts off the speakers to the rear, which is perfect when someone is sleeping and, honestly, when you want to pretend they can’t talk back.
Safety Features & Driver Assistance
Sorento’s safety suite is the part of this SUV that makes me feel like I have a calm co driver instead of a panic button. You get forward collision assist, Collision Warning System, lane keep assist, and Lane Departure Warning System working in the background, plus Stability Control and Traction Control for those days when the road gets moody and I pretend I meant to do that. It’s the kind of setup that quietly corrects your little human moments without making you feel like you’re taking a driving test again.
The camera and awareness stuff is where it starts feeling properly useful. blind spot monitoring and Blind-Spot Alert catch the sneaky lane lurkers, cross-traffic alert watches your back when you’re reversing out like a tired parent, and the side view cameras trick is my favorite party move. Hit the blinkers and Both side views show up on the gauge cluster, giving a full side view of the road behind you so you can stop guessing and start merging like you have eyes in your mirrors and your soul. Add Rear View Camera, Surround View Camera, the surround-view camera view, park assist, plus Hill Start Assist and Hill Descent Control, and parking goes from sweaty palms to basic competence.
Safety-wise, I also like that rear seat alerts act like a stern reminder if anything or anyone is left in the back, and the family basics are covered with Child Door Locks and Child Seat Anchors. Then there’s the airbag pile: Driver Airbag, Passenger Airbag, Front Side Airbag, Front Head Curtain Airbag, and Rear Head Curtain Airbag. I still peek at the boring stuff like Side Crash, Side Barrier, and Rollover Rating, because I’m not trusting vibes with physics.
Warranty and Ownership Costs
On the 2022 Kia Sorento X-Line SX Prestige, the headline is the Warranty line item that actually matters in real life, not just brochure bragging. You get the Basic coverage at 5 years / 60000 miles, plus the Powertrain promise at 10 years / 100000 miles, and rust worries covered under Corrosion for 5 years / 100000 miles. Kia also loves to shout about the 10-year/100٬000-mile warranty, and yes, that long runway can take some sting out of ownership anxiety. The fine print still matters, but the big picture is simple: this is the kind of coverage that makes you breathe easier when the dashboard decides to audition for a drama series.
Now let’s talk about the moment you actually need help, because that is where a warranty claim stops being theory. If you have a warranty-related disablement and you are more than 150 miles from your home, Kia can step in with Trip interruption expense benefits as long as you play by the rules. If repairs require more than 24 hours, you may get Reasonable reimbursement for meals · lodging · or rental vehicle expenses, with Trip interruption coverage is limited to $100 per day and a three day maximum limit that also shows up as the three day maximum limit per incident. You’ll be dealing with the Kia Roadside Assistance Center and yes, they want pre-authorization of expenses, which is a polite way of saying do not expect a blank check, even if the tow itself feels free of charge.
Day to day costs are where the Sorento either feels like a calm roommate or a needy pet. A routine visit can look like a $195 job for an oil and filter change, a new air filter, and a tire rotation, then some shop somewhere adds a mystery $20 charge because the universe enjoys comedy. In one stretch of ownership notes I tracked, it ran 24 days between little spend moments that add up faster than you think. Toss in a $255 hit for a new cabin air filter, then a $134 service here, $268 there, and you are suddenly out a total of $621 without even doing anything reckless.
When you zoom out, the ledger gets clearer and a bit less flattering. I saw summaries like Service: $852, Normal Wear: $17, Repair: $353, and Damage and Destruction: $0, which is the only zero that ever feels truly satisfying. The ugly surprise was scored rotors. Resurfacing the discs set us back $353, which is not a fun sentence to say out loud when you were just trying to run errands like a responsible adult. Sometimes a service action softens a blow, sometimes something is warranty-covered, and sometimes you just pay and stare into the middle distance for a second.
Ownership costs also swing with boring stuff that still hits your wallet, like local weather conditions and how they chew through tires and brakes. For resale, I look at depreciation forecast data with both Historical numbers and a Forecast, because feelings do not set trade in values, spreadsheets do. Maintenance rhythm matters too: an 8٬000-mile checkup, a 16٬000-mile service, a 24٬000-mile scheduled maintenance, and a 32٬000-mile service can keep the plan predictable when it’s basically oil and filter change and a tire rotation, with notes like cabin air filter replaced, oil and filter changed, and tires rotated.
Put it all together and the pitch is straightforward: 5-year/60٬000 mile bumper-to-bumper with roadside assistance plus a 10-year/100٬000 mile power train warranty and the familiar 10-year/100٬000 mile warranty can make the Sorento feel less risky to keep, even when the real world tries to invoice you for existing.
Final Verdict: Should You Buy the 2022 Kia Sorento X-Line SX Prestige?
If you are in the market for a mid-sized · three-row SUV, this thing is a solid option, and honestly one to buy. Driving a ‘22 Sorrento this week felt just impressive all around, and with generous passenger space plus a sizable cargo hold, it actually works as a road-trip vehicle without turning everyone into enemies by hour two. Add interior quietness, the side view cameras in modern Kias, and styling that lands it among the best-looking SUVs on the market at any price, and no wonder it is flying off dealer lots. Kia killed it, and it has been a runaway hit since it came out last year, because it reads like an outstanding value in the real world, a super nice SUV that makes you say, it’s wild you can get this much SUV at that price.
Now, bluntly speaking, it is not perfect. There are a few sore points, and the Achilles’ heel is that it can feel like Kia traded reliability for performance in the way some parts age and behave under stress, which can turn ownership into considerable hardship if you get unlucky. It also promised both better straight-line performance and fuel economy, and depending on how you drive, the reality can be a bit disappointing. If you don’t need all the bells and whistles, you can dodge some complexity and still enjoy the core Sorento goodness, but do not pretend every trim choice is equally chill.
Here is my cheat sheet. What I Liked Most is how easy it is to live with day to day, the cabin calm, the space, and that quietly confident vibe. What I would change is Actually nothing, at least not in the way people love to nitpick, because the big picture still holds. Just go in with eyes open about those sore points, and if that tradeoff does not scare you, it stays a solid option and still feels like one to buy.
FAQs about the 2022 Kia Sorento X-Line SX Prestige
Daily Use
Is the 2022 Kia Sorento X-Line SX Prestige a practical 7 seater for Singapore daily driving?
Powertrain
What should Singapore buyers check about the 2.5 turbo engine and 8 speed dual clutch transmission?
Ownership
What are the real ownership costs to consider in Singapore for a top trim Sorento?
| SPEC | DETAIL |
|---|---|
| Engine Options (Sorento lineup) | 2.5L inline-4 (191 hp / 181 lb-ft) • 2.5L turbo inline-4 (281 hp / 311 lb-ft) • 1.6L turbo hybrid (227 hp system / 258 lb-ft) • 1.6L turbo plug-in hybrid (261 hp system / 258 lb-ft) |
| Engine (X-Line SX Prestige) | 2.5L turbocharged inline-4 (281 hp @ 5,800 rpm / 311 lb-ft @ 1,700–4,000 rpm) |
| Drivetrain | All-wheel drive (AWD) |
| Transmission | 8-speed dual-clutch automatic (DCT) |
| Power / Torque | 281 hp / 311 lb-ft |
| 0–60 mph | ~6.0 seconds |
| Top Speed | 131 mph |
| EPA Fuel Economy | 22 city / 27 highway / 24 combined |
| Real-World MPG | ~21–24 mpg combined (observed) |
| Fuel Tank | 17.7 gallons |
| Suspension | Independent strut front • Independent multi-link rear |
| Brakes | 4-wheel disc with ABS, traction control, electronic stability control |
| Wheels / Tires | 20-inch alloy wheels • 255/45R20 all-season tires |
| Seating Capacity | 6–7 passengers (captain’s chairs or bench, configuration dependent) |
| Cargo Volume | 12.6 cu ft (behind 3rd row) • 45.0 cu ft (behind 2nd row) • 75.5 cu ft (max) |
| Ground Clearance | 8.2–8.3 inches |
| Towing Capacity | Up to 3,500 lbs (properly equipped) |
| Curb Weight | ~4,120 lbs |
| Dimensions | Wheelbase: 110.8 in • Length: 189.0 in • Width: 74.8 in • Height: 70.3 in |
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