The Borrego is Kia’s entry into the formerly hot SUV market. Like the other foreign automakers, Kia wanted a piece of the light-truck market’s profits, but had to build up to it as it had no history of light truck production or pieces on the shelf from which it could make one. The company wisely studied the class-leading Ford Explorer, and saw an opening for a vehicle that was larger than the mid-size Explorer, yet smaller than a full-size SUV. So it built one slightly larger than the former, but with most of the capabilities of the latter. Had gas prices not spiked and the financial market crashed, Kia might have hit a sweet spot before the market jumped from SUVs to car-based crossovers.
Prime Numbers
- 3.8-liter, DOHC V6, 4 valves per cylinder
- HP: 276 @ 6,000 rpm
- Torque: 267 @ 4,400 rpm
- Three-mode full-time four-wheel-drive with five-speed automatic transmission
- Suspension F/R: Coil springs, independent double wishbones, anti-roll bar; Coil springs, independent multi-link, anti-roll bar
- Length: 192.1 in.
- Width: 75.4 in.
- Height: 71.3 in.
- Wheelbase: 114.0 in.
- Weight: 4,460 lbs.
Who’s The Buyer?
This SUV is for you if:
- You are downsizing from a full-size SUV, yet still need most of the room and capability–and you appreciate a long warranty.
- A stiff ride equals a sporty ride.
- In your mind crossovers are for sissies.
This SUV isn’t for you if:
- A harsh ride, uncomfortably close headrests, and combined fuel economy of 18.5 mpg are potential deal breakers.
- You carry lots of people and cargo at the same time.
- People mistaking it for a Chrysler Pacifica will cause you hurt and anguish.
Alternatives To Consider
- Ford Explorer: Kia spent a lot of time and effort studying the Explorer. Though the Borrego is slightly roomier than the Ford, the Ford has a better ride. Both offer an optional 4.6-liter V8.
- GM Crossovers: The Saturn Outlook, Chevrolet Traverse, and GMC Acadia offer comparable interior room and flexibility, a better on-road ride, decent off-road capability, and better gas mileage. And the Buick Enclave is beautifully built and genuinely American in its character.
- Toyota Sequoia: Two flavors of V8 power (get the big motor for its massive 400+ lb. ft. of torque, ULEV rating and decent mileage), dirt-road capability with a Torsen transfer case, a truly roomy third row, massive cargo, but a higher price. However, you won’t have to explain your purchase to the neighbors. Sequoia is nearly as large as a Suburban, fully a class and half up in size.
Typical of any savvy new entrant in a market segment, Kia hoped to adopt the “Miller Lite” strategy by offering buyers, “Everything you always wanted in a SUV. And less.” The less in this case being weight, size, and price, but not capability. A smart strategy, but one that fell afoul of a market pummeled by rising gas prices and a looming financial crisis. These twin terrors also caused the company to cancel its planned pickup that would have used the same frame, engines, transmissions, etc. Suddenly, the Borrego moved from being a niche player in a profitable segment supported by a pickup truck brother to a lone entry in a shrinking market.
Though the Borrego also offers Kia’s first V8 engine (designed by and shared with Hyundai), most buyers will opt for the 3.8-liter V6 I drove. An all-aluminum design with four valves-per-cylinder, dual overhead cams, and a 10.4:1 compression ratio, the 3.8 puts out a very competitive 276 horsepower and 267 lb-ft of torque. Unlike some engines in this class, it does so smoothly and quietly, and it’s tough to catch the five-speed automatic in the wrong gear. The combination can accelerate the Borrego with a sense of urgency or toddle around town, but the lack of a sixth gear means the EPA mileage ratings of 16 city/21 highway will be tough to match without a conscious effort to accelerate sedately. You don’t need to boot the Borrego away from stoplights. Unless you are in deep snow or off-road, it’s unnecessary to place the three-position switch for the four-wheel-drive system in any other mode than “Auto.”
For a vehicle with four-wheel independent suspension, the Borrego has a disappointing ride. While head-toss, that annoying sideways snap your head makes over sharp bumps in some SUVs, is under control, ride harshness isn’t. Apparently, a former Kia executive felt that every Kia should feel “sporty” and this resulted in a rear suspension that can crash down loudly and violently over sharp bumps and road irregularities. Engineers promise that the 2010 edition will eliminate this annoyance. Halleluiah, I say. While they’re at it, a touch more steering and brake feel would be appreciated: the Borrego controls can feel a bit numb.
At some point there must have been a secret meeting of Asian automotive designers where they decided that Chrysler’s Pacifica was the styling benchmark for crossovers and SUVs. Subaru jettisoned the Edsel-like nose of the original Tribeca for a replacement that looked like it came out of Chrysler’s design studios. And when Kia sat down to sketch the Borrego’s nose, it followed the same path. The rest of the design is somewhat derivative (there’s only so much you can do with a big box on wheels, apparently), making the Borrego handsomely innocuous.
As if to prove that it gets better with each new vehicle, fit and finish on the Borrego is faultless. In addition, there were no interior squeaks or rattles over rough pavement. Unfortunately, the headrests are positioned so close to the back of the head it forces you to tilt your head slightly forward. I could understand using this tactic to meet the new government whiplash standards if the headrests were of the passive variety, but the fact that the rearward motion of the upper body in a crash pushes them closer to the head makes their closeness all the more mysterious.
The interior had tight seams, close gaps, and pleasing shapes. The switchgear is not only well placed, but om action are smooth, firm and thus satisfying, with the kind of positive feel found in much more expensive luxury vehicles. The metallic trim is just that, a thin metal film attached to a plastic substrate and covered in a protective clear coat. It lends an aura of authenticity to the interior, and complements the two-tone finish on the dash and door panels. The seats are comfortable, with eight-way power adjustment on the driver’s seat, and four-way on the front passenger seat. Second-row occupants get generous head and leg room, and the third row can carry adults, if necessary. Unfortunately, third-row passengers have to enter from the passenger’s side (a safety feature, but an annoyance when loading up in areas that don’t abut a busy road), and there is precious little cargo room when thre third row is in use.
The Borrego is more than capable of keeping up with traffic, and quiet enough that it is easy to find yourself driving 10 mph faster than the posted limit in town. Letting it run free ruins gas mileage, but a light and steady foot is all you need to compensate. It’s unclear how many people moving down from a full-size SUV will opt for the Borrego instead of a crossover, but the fact that it has a separate frame and available V8 means it should be capable of handling any task without complaint. In a better market, Kia might have done what it set out to do: siphon off full-size owners looking for something smaller, mid-size owners looking for something a bit larger, and making a handsome profit while doing it.
Price As Tested
Kia Borrego EX 4×4 V6: $29,995
- P265/65R18 tires on chrome wheels: $750
- Premium Package: $1,800
- Navigation System: $1,500
- Luxury Package: $1,500
- Freight and Handling: $750
Total: $36,295
{ 2 comments… read them below or add one }
Ewing here. A few points. First, I’d opt for the V8 rather than the V6. The V8 with automatic gives up only one mpg on the highway, yet has significantly more power and torque–another 56 foot pounds of torque, to be exact. That can be the difference between zooming up that hill towing a boat and flogging it like an old VW Microbus. Seriously, if you’re going for an SUV, mpg is not your first concern. With the V8, you get 2,500 lbs more tow capacity. Keeping in mind you subtract the weight of your passengers from the capacity, the Borrego V8 can still pull a pretty big boat. You also get a newer 6-speed transmission. I like more gears, part of the reason this V8 gets good mileage. The Borrego V8 is also getting the mileage with standard full-time four-wheel drive, which adds weight and complexity to the drivetrain. I’ve got some Nissans coming, but I’d love to drive either the Borrego V8 or a Genesis to see how far the Koreans have come. Keeping in mind that the original Lexus LS400 was a highly evolved Cressida platform.
The big issue here is the same I’ve mentioned in previous posts: lack of a coherent energy strategy in this country. If we drill offshore and in ANWR, we can help balance worldwide production and have influence over the price of oil. If we sink pipe into the Rocky Mountains and get the natural gas T. Boone Pickens pisses on about, well, that also helps cut down our thirst for Canadian oil. We’re not going to make it on Obama Unicorn power with solar and wind that barely delivers a net gain in energy when you measure the total investment of energy creating the turbines and solar panels and measure that against the energy produced over the service life of the collectors and turbines. Electric ain’t the answer. Gasoline is magic juice, baby. Loads of energy in every gallon. Gimme some.
On competitors, I’d also look beyond Detroit. Nissan Pathfinder, Toyota 4Runner, even the Honda Pilot, which has a third row. People don’t shop segments, they shop monthly payment, image, reputation for quality. They shop the deal. Sadly, most product planners don’t think beyond “the segment.”
Also, Hyundai and Kia may be making a mistake by dropping their pickup program. If they sized the frame down to compete with Tacoma rather than F-series or Tundra, they might find a sweet spot. Again, if we had rational energy policy in this country, a Kia pickup with a small, torquey and efficient turbo Diesel might just be the way ahead. Someone is going to make the next Ford Ranger or Toyota “truck” that delivers great value to working class people. That might not fit the image the Koreans want for Kia, but there must be something in there, as millions of illegal aliens start having kids born in the US, who will have greater expectations. They’ll want a new truck, not a third-hand truck.
I agree that the V8 might be the better bet, especially since the fuel economy difference isn’t that onerous and the towing weight increase is significant. However, a number of folks don’t care about towing boats, etc. They just want an SUV because… Well, I have no idea why other than station wagons and minivans are at the bottom of the cool meter.
I just turned in a Genesis V8 sedan, and drove the Genesis Coupe at a race track, and I think you will be surprised by how far Hyundai has come. (Reports on both to follow soon.) They aren’t perfect by any means, but the failings can be counted on the fingers of one hand, not by a supercomputer. Their biggest failings in many buyers’ eyes is that they carry the Hyundai badge. Perhaps they are moving faster than their image.
And we agree on energy policy. We have tremendous reserves in this country and on this continent that we refuse to go after. Hydrogen may work, but when? MIT’s new virus-powered batteries may work, but when? Solar? Have you been in the Upper Midwest in the winter? Those Great Lakes throw off a lot of water vapor that makes February darker than a politician’s heart. In the interim, drill!
Yes, I could have included the Asian SUVs you mention, and more. However, I’ve made a conscious decision to limit the comparisons to three as much for brevity’s sake as for sanity’s.
You’re probably right on the pickup truck. Though it would be a tough image barrier to crack, the fact is that the U.S. market is ripe for a new type of pickup for the semi-serious user. This is a truck enthusiast that doesn’t need to haul dry wall or hay. He wants to haul ass, and likes the image a truck encompasses. Chrysler had it right with its M80 concept, but got scared when it couldn’t meet the $16,000 price it had set for the vehicle. Dumb! I believe there is a market for a smaller pickup that has unparalleled style and swagger, is nonetheless friendly, and has some hauling capability. Think of what an American small/medium pickup done by Mini would be like and you are on the right track. Currently, Ford has the image and standing to do it best, but I’m not holding my breath.
Maybe we should ask our Detroit truck expert to weight in?
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