Kia Sorento 2.2 Premium: A bold new signature

The flagship version of Kia’s largest sports utility makes a powerful impression.

Price: $76,990
Powertrain and economy: 2.2-litre turbocharged in-line diesel, 148kW/440Nm, 8-speed automatic, AWD, combined economy 6.1 L/100km.
Vital statistics: 4810mm long, 1695mm high, 1900mm wide, 2815mm wheelbase. Luggage space up to 821mm (with five seats in use). 20-inch alloys wheels.
We Like:  Excellent interpretation of Kia’s ‘refined boldness’ family design, very high level of standard specification, nice safe drive.
We don’t like: Rotary gear selector isn’t very involving.  

THREE hundred and thirty-three ‘pyrodrones’ simultaneously launching hundreds of fireworks in a synchronised aerial display in the skies above the South Korean city of Incheon.

Kia went big in launching its new brand logo and slogan; this recent effort established a Guinness World Record for ‘the most unmanned aerial vehicles launching fireworks simultaneously’. (Personally, I feel that almost must qualify for another record – for the most useless world record).

The new logo spells out the word Kia in an unbroken and rhythmical line that is designed to resemble a handwritten signature. It’s rather nice, certainly better than the staid outgoing format. 

Kia says the design embodies the brand’s rising ambitions – as does a new brand slogan: Movement That Inspires.

Talking of inspirational … the new fourth-generation Kia Sorento large sports utility. I feel it deserves to stand as one of South Korea’s best vehicles.

Of course it could be said you have to say that, because the latest Sorento is one of the newest vehicles to emerge from the peninsula, and all new models should be better than what were before, but this one really is very good.

Built on a revised platform, it currently configures with a 2.2-litre turbocharged diesel mated to an eight-speed double-clutch automatic transmission feeding all-wheel drive.

This year it will be joined by two hybrid versions, the more advanced featuring a new-generation 1.6-litre turbocharged electric motor-assisted drivetrain, also AWD, and with a degree of pure electric driving and plug-in replenishment.

The latter was one of eight winners in the 2020 Golden Steering Wheel Awards, delivered annually by a couple of big German media concerns and decided by an 18-strong jury.

In New Zealand, the turbodiesel version of the Sorento didn’t arrive early enough to be considered for this country’s Car of the Year Award, which is administered by the New Zealand Motoring Writers Guild. It will be on the primary consideration list for the 2021 gong, by which time the PHEV model will also be on the market. I’d suggest it has to be odds-on that the big Kia will be a contender.

Importantly, Sorento is the flagship model in a comprehensive range of SUVs now presented by Kia. It begins with the recently-landed Stonic, continues through the Seltos and Sportage - which are two of the biggest-selling SUVs on the Kiwi market - and includes the electrified Niro which is available as both a hybrid and plug-in hybrid.

All these vehicles, with perhaps the Niro the exception, are notable for their similarity of exterior design. During the week I had the Sorento, a number of my neighbours mistook it for a Seltos.

Kia describes this design language as “refined boldness”. Indeed. The new Sorento’s bodywork features sharp and sculpted lines and creases, and a new interpretation of the brand’s ‘tiger nose’ grille. And although the vehicle is just one centimetre longer than the model it replaces, it looks bigger thanks to a 35mm longer wheelbase and shorter front and rear overhangs.

At the rear, the new Sorento has vertical tail lights that wrap around the side of the body in a design inspired by the even bigger Kia Telluride, which was named the 2020 North American SUV of the Year. It can’t come to New Zealand as it is built in left-hand drive only.

The Sorento is built on Hyundai/Kia’s third-generation large SUV platform, which is based around a compact engine bay structure and shorter front and rear overhangs, and this combines with the longer wheelbase to provide improved interior space.

A full seven-seater, it boasts among the largest luggage capacities in its class – up to 187 litres with all seven seats in use which is a 32 percent increase on its predecessor, 616 litres when operating as five-seater, and more than 2000 litres with both the second and third rows folded.

That’s a substantial amount of rear cargo space, and notably that room as a five-seater can be increased to 821 litres by sliding the second row of seats forwards. Or less if that row is slid backwards to create more legroom for passengers.

It needs to be mentioned at this stage that although the Sorento is a very close relative of the Hyundai Santa Fe, to the extent of having the same powertrain and levels of comfort and safety specification, they are not fully identical.

A major difference is size. Sorento is the larger of the two, with a body that is 25mm longer and, crucially, a wheelbase that is 50mm longer. That’s no doubt the reason why the Kia’s interior load space is quite a bit more than what is published by Hyundai. I suppose it also needs to be pointed out that I have yet to drive the Santa Fe – that will happen in a couple of weeks.

Sorento’s interior design seems substantially different to that of the Santa Fe – but the content and the intent remains the same.

Kia’s ‘Supervision’ instrument cluster is fully digitised, and this allows the Deluxe and ultimate-step Premium models to convert the tachometer and speedometer into blind-spot monitors whenever their turn signal is activated – the speedo for the left side and the tacho for the right. The views back down the flanks of the vehicles come via wide-angle cameras located in their wing mirror housings.

Other technologies include rear cross traffic alert, blind-spot collision avoidance, smart cruise control with ‘stop/go’, driver attention warning, lane follow assist - which automatically steers the Sorento so it can remain in the middle of a lane - and in the top models, around view monitor.

The Premium model I drove is also the first Kia available with Remote Smart Parking Assist, which enables drivers to stand outside the vehicle and use the key fob to move it backwards and forwards into tight parking spaces. Kia says it is so it can be easier for passengers to get in and out of the vehicle in tight parking spaces, or if another driver parks too close to be able to access any of the doors.

Premium also features a shift-by-wire rotary gear selector, while the remaining Sorento models continue with a traditional gear lever. The E-Shift dial might be simple to use - featuring just Reverse, Neutral and Drive and with a push-button Park control in its centre - but I felt the lack of a gearshift removes a sense of involvement with the vehicle.

Better news a little further back on the centre console, however. There, is another rotary controller that can be used both to select four Drive modes (comfort, eco, sport and ‘smart’) and to select three terrain modes  (snow, mud and sand) which among other things  controls the vehicle’s electronic stability control as well as the distribution of torque to all four wheels.

The drive mode selector is great, particularly the Smart mode which is judges what the driver’s driving style is and selects a suitable mode all on its own. As for the Terrain mode selector – while I suppose it is nice to have it there, I doubt it would be used much. A pricey SUV with 20-inch wheels shod with 45-series tyres and a 176mm ground clearance isn’t really designed for slogging through the mud. More likely slogging through the leafy streets of our cities….

Overall, the Sorento interior impresses for being spacious, comfortable, and loaded with safety, connectivity and infotainment technology. With the top models this even includes mood lighting which emits soft ambient downlighting from beneath the dashboard to help create a lounge-like atmosphere.

It’s not perfect though. Apple Carplay and Android Auto phone integration is a little cumbersome. But overall, the interior environment is very good, and at the Premium level, very comfortable.

In recent years a strong feature of the Sorento – and the Santa Fe – has been its R-Series 2.2-litre turbodiesel. For this new-generation model the engine has been upgraded via a number of improvements including a new aluminium block which replaces a cast iron block, all of which has allowed this latest ‘Smartstream’ diesel to weigh in 38.2kg lighter than that aboard the third-generation model.

The engine is paired with Kia’s new eight-speed wet double-clutch auto, which makes efficient use of the engine’s outputs. It also feels quieter, helped no doubt by a bodyshell that boasts a four percent increase in tensile strength which has reduced body vibration. The vehicle’s suspension system, which essentially the same as before, has also been revised to reduce noise and vibration.

This helps make Sorento an impressive SUV to drive long distance. During my time with the vehicle we put in some serious kilometres through the North Island, and its sure handling feel and quiet interior made for relaxed motoring. Just what you want with a SUV of this size. The vehicle is not what I would describe as sporty, but it is cultured.

The Premium model pricing a full $13,000 less than the equivalent Hyundai Santa Fe Limited ,which carries almost identical specification, is a big difference that quite frankly adds to the Sorento’s appeal.

And adding further will be the PHEV model, which will offer 195kW of power and 350Nm of torque, and obviously much lower fuel consumption. No prices have yet been announced, but they will probably be above those of the Premium 2.2-litre model. I can’t wait.

Hyundai Santa Fe Limited: Enriching a well-received recipe

Hyundai’s translation of ‘facelift’ is especially bold – really, you’re dealing with a complete refit.

Price: $89,990

Powertrain and economy: 2.0-litre turbo diesel four cylinder, 148kW/ 440Nm, 8-speed automatic, AWD, combined economy 6.1L/100km.

Vital statistics: 4785mm long, 1710mm high, 1900mm wide, 2765mm wheelbase, luggage capacity 571 litres, 20-inch alloy wheels.

We like: Improved powertrain, enhanced refinement, quality build, strong safety spec, better interior.

We don't like: Tech integration quirks (phone, speed sign recognition), challenging premium over equivalent Sorento.

 FIRST, the obvious ‘funny’: Yes, Santa did come to ‘ours’ for Christmas.

More than that. He arrived four days ahead of the 25th and stuck around for three more afterward, and though there was plenty of travel involved during that period, I can attest every kilometre clocked was in our company. Moreover, he never left out property on the night of the 24th, which all the more undermined the whole Claus and Co ‘people to see, places to go and just a few hours to do it in one global hit’ mission statement.

Okay, so that about as far as the ‘punny’ side can be stretched; you’ll should have surely already fathomed by now, hopefully with some ho-ho-ho, that the Santa in question wasn’t a bearded stout bloke but the updated version of Hyundai’s now second-largest (having been bumped by Palisade) sports utility.

Having the new Santa Fe Limited for test during the Christmas break was a treat. Hyundai New Zealand’s car even provisioned in a seasonally-appropriate hue; what they call it ‘lava orange’ is really quite red-tinged. Even if you think otherwise, you’d agree it is the best hue you could have for this car. It accentuates all the design highlights and makes it look properly premium.

Again, that’s fitting, given the circumstances. Santa Fe stickers have progressively, and often significantly, stepped up with every model change for some time now. The latest continues that trend; the Limited now in optimal 2.2-litre turbodiesel format leaves just $10 change from a $90,000 outlay.  

Is that rare air for a high flier? Here’s the thing: Every new generation has become an even bigger success than the last. On top of this, the most expensive version are consistently the biggest sellers.

Hyundai NZ will say this shows that, as gambles go, the strategy has so far been pretty much a safe bet. But I’d offer two counter-points. First, from everything I can see, NZ seems to have become one of the more expensive places to buy the car in right hand drive.

Also, look at where Kia slots the new Sorento. Their Premium variant that is a doppelganger in all but styling to the Limited is a full $13,000 cheaper. How the subordinate and parent brand can site so far apart is for each to explain; what it means is that the biggest threat to the car on test comes from another family member.  

Back to the Santa Fe. What we get is a mid-life facelift of the car that has been in production since 2017. What we see is something much more.  So much has changed that impression of it being a new thing, though technically wrong, can hardly be called misguided.

The exterior stylists have been busy – a different nose and tail are the most obvious changes - the cabin’s been extensively made over, there’s a lift in driver assistance tech, it switches to another platform from within the wider family and gains a next generation engine, now matched to an eight-speed twin-clutch automatic, continuing with all-wheel drive.  

The front-end refurbishment is take-or-leave at Limited level; Hyundai configures the car with two grille designs this time, with the premium edition taking the larger, more chromed version. I understand that big grilles are a thing now, but this one is … erm, overwhelming in its glam-ness. The new Tucson that will soon show here has something similar, but also achieves a really cool back-lighting effect that changes the whole thing. Perhaps it’ll become a running change for the big brother. In respect to lighting, the Santa Fe places running lamps up high and the main headlights down low; again, it’s a bit out of the norm, but there’s no qualms about their effectiveness.

From the inside looking out, much better. The step up in interior quality and ambience grab you immediately; soft quilted leather, double-glazed front door glass, a very decent stereo and a whole new, LCD-predominant instrumental layout all firm up the luxury image. Sure, there are a few harder-wearing plastics to be found, but overall it feels high tech and prestigious.

The emphasis on enhanced minimalism has resulted in one of the core controls being divested. Losing the traditional gear shifter comes with the adoption of fully electronic operability; having buttons for drive, reverse, park and neutral is not ground-breaking even within Hyundai ranks (the Kona EV has gone this way) and you cannot fault argument that the tranny is so smart it hardly requires hand-motivated involvement (which can still be enabled by steering column-mounted paddle shifts). Still, the button layout looks a bit chintzy and it’s a layout that will require some practicing with before it becomes instinctual.

Below this, something else new. A Terrain Mode selector. Santa Fe achieving a control knob to switch between modes for sand, snow and mud, as well as eco, sport, comfort and smart modes, the last of which automatically recognises the driving style and selects a mode so the driver does not have to, is intriguing.  

Does it make this car a Land Rover hunter? Well, no. It’s hard to imagine the Santa Fe being taken on expeditions into truly tough terrain; ground clearance is modest, there’s no robust underbody protection and it drives on road tyres. That makes it more crossover than cross country in my book, but maybe Hyundai knows otherwise.

The centre touch screen and the wholly LCD display directly ahead of the driver are also start again and are well sorted, packed with smarts and really lift the interior presentation.

Santa Fe has all the usual driver assists and accident avoidance systems, and was also one of the first SUVs with child-minded features such as a reminder about seat occupancy and doors being opened. That sense of responsibility carries into the new car with a camera set-up that checks out blind spots, activating when you’re indicating into a turn. The speedo or tacho dials transform into camera views down the relevant inside flank. It’s a good safeguard and a reminder, perhaps, that cheeky cyclists are a worldwide problem. Another assist is a self-park feature that allows you to stand beside the car and, from pushing a button on the key fob, activating it into a self-drive mode, moving either directly forward or reverse at low speed. It’s really just for tight parking spots, obviously, and is carefully calibrated (it won’t work unless the car is locked and cabin vacated), with self-stopping to avoid striking solid objects. 

Some of the technology implementation is a bit haphazard. The car’s speed sign recognition and phone integration set-ups are deserving more attention, in both instances because there’s been failure to embrace latest practices. Simply to save dollars? 

With the first function, Hyundai would be better off with what others tend to now use; a camera-dedicated system with smarts to recognise and relays signs in real time. However, instead Santa Fe relies on navigation data from the onboard sat nav. The drawback there is that this can often be outdated, because mapping doesn’t tend to be updated regularly. So it transpired on this test.

Three months ago a 50kmh sector was implemented within a section of 100kmh road near me. That obviously hasn’t made the mapping update; the system was oblivious to it. I’m sure that wouldn’t wash as an excuse. On the other hand, the Santa Fe did insist on warning about a fixed speed camera … removed ages ago.

The Apple CarPlay/Android Auto integration is also irksome. The wireless charging that now includes really asks for wireless tethering to meet best practice now. Here, though, you get a Qi recharging pad yet, to enable your phone as an audio source, there’s requirement for cable tethering. Which is self-defeating. If I cable in, there’s no need for a charger; the phone will simply pull in power from the USB; yet conversely, the charger is the most logical place to leave the phone. Also, the charge mat and US inputs are poorly-sited, by being on each side of the front cupholders, which raises potential of fouling any drinks with the cable. If the holders are empty, you can hide the whole area under a cover; except that, occasionally, the cable would get caught in the mechanism. A Bluetooth audio connect would resolve everything. So, if the facelift gets a facelift, let’s hope that’s a priority.

The car’s overall strength continues to be spaciousness. In that respect, the usual attributes from the previous Santa Fe - plenty of oddment storage in the doors and consoles – are enlivened by improvements Hyundai has facilitated by eked out some extra human occupancy room, especially for the second row of seats, which is claimed to have 39mm more leg room. 

With all seats in place boot capacity remains unchanged at 130 litres, but drop the rearmost, child-prioritised pews and 571-782 litres (up from 547) is available depending on the position of the middle seats (they’re on sliding rails). With all rear seats stowed 1649 litres of commodious cargo capacity is afforded.  

The driving side of things is also a story of progression. The ‘newness’ of the N3 platform it has moved to is valid only in respect to the Santa Fe itself.

Hyundai and subordinate Kia have a strange habit of building outwardly sister cars on slightly different underpinnings; in this instance the one that the Sorento has had for several years (and maintains) is also adopted by Hyundai.

Change to driving mannerism is beneficial; Santa Fe continues to trade on its core appeal of a resolved ride quality, but perception that dynamic confidence – the area where the Sorento has perhaps eked ahead – also comes transmits with equal clarity. It’s not outright sporty, but neither is the Kia; to go that way would be self-defeating, given the primary audience. 

All the same, it deports with a surety that will not disappoint and strikes as being a car in which long journeys will be achieved in comfort and without the driver feeling as though they’ve had to work all the way. All the key controls perform well and in line with a sorted seven-seat SUV. The driving position is solid – a little more side support from the seat wouldn’t go amiss – the steering feels well weighted, the brakes feel reassuring, and there’s good visibility all around thanks largely to the decent glass area and wide-view side mirrors.

Santa Fe’s refinement has always been decent, but seems all the more impressive now. There’s obviously been ongoing work on quelling and road noise – Hyundai doesn’t specifically say that more sound-insulation has been added, but it would make sense if that was the case. You’d expect to achieve some tyre roar from the 20-inch rubber that the Limited runs with, but it’s very well-contained on seal, including coarse chip. What’s also apparent is the lessened mechanical tone from ahead of the firewall. The alloy engine is markedly less guttural than the old item at start-up and is smoother and less invasive on the run.

A 2.2-litre four-cylinder turbodiesel has been a mainstay for almost as long as the Santa Fe nameplate has been around and it’s interesting that Hyundai has invested in a new interpretation, this time with an alloy head and block, when it has a battery-assisted petrol, in mild and full-out plug-in hybrid, formats also coming into line. Conceivably, the latter will ultimately become the priority for meeting environmental mandates.

The diesel is lighter by 19kg and said to be more efficient. Whether it will remain the thriftiest engine remains conjecture until Hyundai releases the hybrids’ claimed economy, but it looks good for the type. Claim of it delivering an optimal 19 percent greater efficiency and 6.1 litres per 100km economy wasn’t supported on the test week; but the driving cycle was hardly conducive. Still, it hardly gulped.

Like its predecessor, the diesel delivers its best attributes through the low to medium rev range; there’s a load of easy-going pull from the get-go. Some high-end Euro diesels are smoother still, but Hyundai has nothing to be ashamed of. The unit’s muscularity will doubtless hold it in good stead when accessing the 2500kg braked towing capacity.

A variation of the one to be fitted to the i30 N hot hatch, the new eight-speed box undoubtedly also enhances the engine’s capability. It uses oil-submerged clutch packs, so it’s deemed a ‘wet’ gearbox, which aids cooling and NVH levels. It’s a slick unit, with swifter responsiveness than the old auto. The real test for DCTs is how they perform in low-speed, stop start driving – basically your end-of-work day urban crawl. Good to say that, when subjected to this, it rarely seemed to fall into the jerkiness that blights some DCTs. It’ll rev-match on down changes, while there’s a Sport mode should the mood take you.

A slicker, smarter, more refined and far from-anonymous Santa Fe relates how confident Hyundai has become as a car maker. Brand assertion about the car having assumed a ‘a new level of luxury’ is fair; the flagship definitely has a premium look and feel. The manner in which it drives and performs also speaks volumes. It’s a class act; good enough to mix more comfortably with Euro elites in this sector.

But you might well say the same about a certain close relation. Talk about the art of the deal.

Twin test - Kia Seltos LX, Limited Turbo: The price of power

Comparing the entry and top versions of Kia’s compact crossover provides reminder about the depth of its core talent.

Seltos LX (above) hasn’t the full suite of technology availed to the Limited Turbo (below) yet, though a little undercooked in some aspects, nonetheless presents strongly for value and competence.

Prices: LX $27,990, Limited Turbo $46,990.
Powertrains and performance: LX: 2.0-litre four cylinder petrol, 110kW at 6200rpm, 180Nm at 4500rpm, constantly variable automatic, 6.8L/100km, 157g/km CO2. Limited Turbo: 1.6-litre four cylinder turbocharged petrol, 130kW at 6000rpm, 265Nm at 1500-4500rpm, 7-speed dual clutch automatic, 7.6L/100km, 175g/km CO2.
Vital statistics: Length 4370mm, width 18000mm, height 1615mm with roof rails, wheelbase 2630mm. Cargo 468/1428 litres (LX), 433/1393 litres (Limited Turbo).
We like: Good looks, plenty of interior room, LX value for money, Turbo cheerful performance.
We don’t like: LX price point lowers safety specification, Limited Turbo transmission can get confused.

AN old saying about twins: Two unique souls united by birth.

It’s of relevance with Kia’s compact SUV, the Seltos. There’s the front-drive LX that represents as the entry choice. And, at the top of the family, there’s the all-wheel drive Limited Turbo which costs a whopping $19,000 more.

And yet both these variants of the Seltos share the same body – in fact, if you lined them up alongside each other and squinted, it would be impossible to differentiate between the two. But the two models are way different, nonetheless.

Of course this sort of thing happens all the time. Obviously all vehicle model ranges have to begin with an entry model, and they invariably top out with either a highly specified or performance-oriented version.

There are two differences with the Seltos range, though. The first is that the entry LX presents as an outstanding value package for the money even though it does lack in some important areas. The second is that the Limited Turbo offers both specification and performance – it has a different engine and transmission, different running gear and suspension, and a much higher level of standard spec.

Little wonder then that Seltos is currently New Zealand’s biggest-selling small SUV, with 1437 registrations to the end of July, well ahead of its nearest competitors Mitsubishi ASX, Hyundai Kona, Honda HR-V and Suzuki Vitara.

But in the case of the LX, in some respects you do – or should that be don’t – get what you pay for.

What you don’t get is the full suite of safety features that is otherwise standard on every other member of the Seltos range, including an LX+ model that Kia New Zealand has cleverly included which carries an $8000 price premium over the LX.

What the LX doesn’t have, which the LX+ does, includes blind spot detection, rear cross-traffic alert, front parking sensors, and electronic park brake. Not only that, but the LX’ camera-based autonomous emergency braking system (AEB) is designed to recognise cars and pedestrians only, while the rest of the Seltos range’s radar-based AEB also recognises cyclists.

Despite this, the LX has received a five-star ANCAP safety rating, although the organisation does warn that it is important consumers are aware that there are some differences in safety performance for the entry level Seltos.

“Base models of the Seltos miss out on some of the more advanced features available with the radar-fusion AEB system, and we would encourage consumers to purchase a variant which offers the advanced collision avoidance capability as this can translate to real differences on the road,” it says.

Truth be told, at this time safety features such as blind spot detection, rear-cross traffic alert and cyclist detection should be the preserve of the more expensive higher-specified vehicles, not product that retails for less than $28,000.

And despite its price, the LX still carries good specification that includes lane keep assist, ABS brakes with all the goodies, hill start assist, high beam assist, a reversing camera, tyre pressure monitor, and even a driver attention alert that judges when the person behind the wheel is losing concentration and sounds a warning.

Powering the LX is a 2.0-litre Atkinson Cycle four cylinder engine mated to an intelligent continuously variable automatic that Kia calls iVT.

Atkinson Cycle engines, which up until now we have mainly seen in hybrid vehicles, are designed for efficiency and economy rather than sheer power, and in that regard are ideal for the sort of operation that would normally be expected of a small SUV such as Seltos.

The vehicle performs well if slightly breathlessly at times when the vehicle selectable drive mode is set to Normal, but the major upside is that the average official fuel consumption is 6.8 L/100km. The drive mode also offers an Economy setting but that felt like somebody had connected a parachute to the vehicle, while a Sport setting quite markedly improves performance. So overall, it works well.

At the LX level the Seltos drives rather well, too.  It is front-driven, and the suspension comprises MacPherson struts at the front and a torsion beam axle at the rear. I found the ride to be quite firm, and the handling felt secure despite the vehicle’s 177mm ground clearance.

Being the entry Seltos, its level of specification is entry as well – albeit in a new-age way. Lighting is halogen rather than LED, all the exterior finish is black or body-coloured, and the wheels are 16-inch. Inside, the front seats are manually adjustable, the trim is cloth, the air conditioning is manual, there’s a single USB port, it’s the only Seltos with no satellite navigation as standard, and both the instrument cluster and central touch-screen are the smallest of the Seltos range.

This model also comes with a space-saver spare tyre, which ironically gives the LX the best rear cargo space of the Seltos selection. It offers 468 litres with the rear seats in use, compared to 433 litres offered by the Limited which has a full-sized spare.

Right up at the top of the Seltos range there’s the AWD Limited Turbo, which with its $46,990 price tag, is quite a different vehicle.

For starters, it carries a lot more kit. The exterior features a lot of chrome and black highlights down its beltline, and the interior includes such luxuries as heated and ventilated composite leather seats that are power adjustable, climate control air conditioning, a head-up display, and wireless phone charging.

The Limited Turbo also has an interior mood lighting system with six selectable themes and eight colours that can change at regular intervals or even pulse in sync with whatever music is being played through the audio system.

Good heavens. Fortunately the performance potential is in keeping with whatever colour-coded rock might be blasting out of the speaker system. That’s because under the bonnet is a 1.6-litre turbocharged engine. It is quite grunty, especially when the vehicle is in the Sport setting.

The engine is mated to a fast-acting seven-speed twin-clutch auto, and for improved handling potential the vehicle’s rear suspension is a multi-link setup. This Seltos also runs on 18-inch alloys shod with 235/45 R18 tyres, and it has an upgraded braking system.

What’s interesting about this model is that it is quite capable of being trundled around town in the normal way. Then if more sparkling performance is desired, then the Limited Turbo is quite capable of providing that, too.

But is it all worth the extra $19,000 that must be shelled out to purchase the Turbo model over the LX? That’s up to the buyer to decide, and the good news in that regard is that there are three other models in between for the customer to choose from.

You could say they are quintuplets – five unique souls all united by birth.