2009 Kia Borrego
Kia goes big with Borrego
BANFF, Alta. — In its 10th year in Canada, Kia is making a statement with its biggest vehicle ever, the body-on-frame, V8-optional Borrego.
Whether this is the right time to make such a statement, only time (and sales figures) will tell. On its side is comparatively good fuel economy. Not so much on its side — there isn’t much else to distinguish it.
But I’m getting ahead of things here.
Named after the big-horned sheep after which the Southern California park is presumably named, Borrego is Kia’s seven-passenger answer to the recent call for unminivans, answered last year by its sister company’s (Hyundai) Veracruz, to which it bears little resemblance except for its size (they do feature the same V6 engine).
The Borrego is aimed squarely at Ford Explorer, Jeep Grand Cherokee, Toyota 4Runner and Highlander, Nissan Pathfinder and Honda Pilot, but execs expect it may also take a bite out of the larger segment that includes Chrysler Aspen, Dodge Durango, Chevy Tahoe and Ford Expedition, which are considerably bigger but comparable, says Kia, in terms of equipment and powertrain. There is little doubt it may also cannibalize some of Kia’s own Sorento sales.
Although longer and wider than its midsize competitors, Kia says the Borrego enjoys a smaller (5.5 m) turning radius.
The base engine, a 3.8-litre V6, puts out a hefty 276 hp, handily out-horsing the 4.0-litres in its class, such as Ford’s 210-hp Explorer, Nissan’s 266-hp Pathfinder, and Toyota’s 236-hp 4Runner. Its optional 4.6 V8 (also used in Hyundai’s new Genesis) serves up 337 horses to Explorer’s 4.6-litre’s 292, Pathfinder’s 5.6-litre’s 310 and 4Runner’s 4.7-litre’s 260.
Borrego’s 3.8-litre V6 is mated to a five-speed automatic transmission; the 4.6-litre V8 to a six-speed. Both feature Steptronic sequential shift.
The base vehicle (with either V6 or V8) is driven by the rear wheels until the electronic, driver-selectable transfer case engages either the 4H option for a 50/50 torque split, or a 4L option for yet more torque. The full-time torque-on-demand system in the upscale EX uses sensors to automatically distribute torque according to demand.
The seven-passenger seating comes via a two-three-two configuration that, thanks to flip and fold options throughout, means customers can adjust passenger- and cargo-space to suit their needs.
The standard features list is long, even on the LX base model: antilock brakes; stability control; traction control; downhill assist control; hill ascent control; six airbags; air conditioning; satellite radio and CD/MP3/USB/AUX capability; heated front seats; immobilizer; power windows, locks and heated outside mirrors; remote keyless entry; trailer hitch; cruise control; windshield wiper de-icer and back-up warning system, among others. The EX adds 4WD; leather seats and trim; dual-zone climate control; 18-in. alloy wheels; power driver’s seat; auto-dimming rearview mirror with compass; leather-wrapped steering wheel and shift knob; power tilt & slide sunroof and fog lights, to name a few.
Cabin cargo is generous, with eight cupholders, a deep centre console, overhead console for sunglasses and the like and wide door map pockets.
I actually quite dislike the back row of these seven-passenger SUVs (they play to my claustrophobia), but for what it’s worth, the Borrego’s accessibility didn’t suck as bad as some, although the third row is accessible only via the passenger side.
The towing capacity with the V6 is a respectable 5,000 lbs.; with the V8, it jumps to a class-leading 7,500 lbs. — which is near the top of the larger segment too.
The big story, given the vehicle’s timing, is that Kia has managed to achieve such decent gas mileage; even the V8 is exempt from the federal government’s gas guzzler tax, by coming in at a combined economy figure of less than 13 L/100 km. The 2009 Highlander and Pilot managed better V6 numbers (just) but aside from those, the only vehicles posting better numbers are diesels, hybrids, or front-wheel drivers.
The company expects to move 200 to 300 of them per month in Canada in its first year.
Kia is calling the Borrego its “no compromise” SUV — it’s got ample cargo space, ample towing capacity, seating for seven and good fuel economy. What it lacks, and this is purely subjective, is the wow factor. In addition to all those standard features, there are a few neat touches such as the capability to scan through Sirius channels using a dial before clicking it to commit to one (a boon for us Sirius surfers); an easily accessible and intelligently located AUX outlet that offers an immediately identifiable place for both the cord and the iPod attached to it; and lovely chrome rims on cupholders, the gated shifter and some controls. Yet its external styling is merely ho-hum, with little to distinguish it from the raft of similar SUVs out there.
We got the chance to take it for a bunny slope-ish bit of off-roading, where it proved quite capable (standard are Class IV trailer hitches), although the independent suspension doesn’t give it enough ground clearance to really go crazy.
The base LX starts at $36,995; the EX at $40,995; the V8-powered LX at $39,495 and the V8-powered EX at $43,495. You’re right — that does sound like pretty good value. My wish for Kia is that potential buyers take the time and trouble to figure that out.
Kia had a chance to make something that really stands out, and that it hasn’t done. But it has managed to make a perfectly nice V8 vehicle that won’t break the bank — and that may well be enough.
Summary:
Strong Points
Weak Points
- - decent fuel economy
- - very nice fit and finish
- - tons of standard goodies
- - kinda bland
- - nothing really knocks you out
Editors Rating:
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