Kia Sportage Diesel v Kia Sportage Hybrid 2024 Comparison

The $52,920 2024 Kia Sportage GT-Line Diesel and $55,420 2024 Kia Sportage GT-Line Hybrid are the two most expensive models in the award-winning mid-size SUV line-up. In both cases, these prices are do not include on-road costs.

The good news is you can get into the diesel for as little as $40,395, which is the price (before ORCs) for the S, the cheapest of four equipment levels on offer. There is only one cheaper Sportage petrol-electric hybrid, the $45,950 (plus ORCs) SX.

Of course, there is also a 2.0-litre naturally-aspirated Sportage S that can be had for as little as $32,995 and a 1.6-litre turbo-petrol SX+ for $44,050 (plus ORCs).

With the CO2-attacking New Vehicle Efficiency Standard (NVES) looming and stablemate Hyundai having dropped its Tucson diesels in favour of petrol-electric hybrid, Kia is the only mainstream medium SUV brand to persist with compression ignition diesel technology.

There are, however, a plethora of opponents for the Sportage hybrid, including the aforementioned Tucson, the top-selling Toyota RAV4 and the excellent Honda CR-V. For variations on the theme the Nissan X-Trail comes as a range-extender hybrid and the Mitsubishi Outlander as a plug-in hybrid.

Not sure what all this hybrid stuff means? Well, here’s a little something we prepared earlier that might help.

Being the flagship equipment line, the 2024 Kia Sportage GT-Line Diesel and 202 Kia Sportage GT-Line Hybrid come with more standard stuff than cheaper examples of the breed.

Externally little separates them. They both come with a full stock of LED headlights and tail-lights as well as those distinctive Sportage boomerang driving lights.

They both have a sunroof, power tailgate, gloss black roof rails and alloy wheels. However, the Diesel rolls on 19-inch wheels while the Hybrid has 18-inch rims.

The Diesel gets a full-size spare tyre and alloy wheel but the Hybrid makes do with a space saver.

Access to both interiors is via a remote smart key, ignition is via push button (some lesser Sportages make do with a key) and gear selection is by dial on the centre console.

Seat trim is a combination of leather and artificial suede. Both front seats are eight-way powered, heated and ventilated with the driver adding two-way lumbar support and memory.

Dual-zone climate control is standard for both, but only the Hybrid gets a heated steering wheel.

In both cases there are eight paint choices, seven of which incur a $520 charge.

The Sportage range comes with Kia’s long seven-year/unlimited km warranty, 12 month/15,000km service intervals and up to eight year roadside assistance (one year is guaranteed and it extends if you service at a Kia dealer).

The Hybrid provides a seven-year/150,000km warranty for its high voltage parts including the battery pack and traction motor.

The Diesel is cheaper to service at $3580 over seven years/105,000km, versus $4502 for the Hybrid.

The entire 2024 Kia Sportage line-up is covered by a five-star ANCAP rating based on 2022 testing protocols.

Both adult and child occupant protection rate highly at 87 per cent and safety assist features scored 74 per cent.

Vulnerable road user protection was a less impressive 66 per cent score, primarily because a pedestrian’s pelvis was found to be poorly protected in an impact.

The GT-Lines do get some safety equipment lesser variants miss out on including a 360 degree camera with multiple views, a blind spot view monitor that appears in the digital dash when the indicator is activated and reverse park collision avoidance.

Other equipment shared across the range includes autonomous emergency braking with vehicle, pedestrian, cyclist and junction detection; lane keeping and steering assist that can be easily deactivated from the steering wheel; blind spot detection; rear cross traffic warning and braking assist; and driver monitoring.

There is traffic sign recognition and overspeed monitoring – although it’s not too loud or intrusive – and the capability to adjust the adaptive cruise control to the posted speed limit with a single press of a button.

The Sportage is also equipped with seven airbags, three child seat top tethers, two outboard ISOFIX in the rear seat, front and rear parking sensors and tyre pressure monitoring.

The 2024 Kia Sportage GT-Line Diesel and Hybrid come standard with dual 12.3-inch infotainment and instrument screens curved across the dashboard behind a single cover.

However, the Sportage has yet to receive the latest Hyundai Motor Group ‘ccNC’ infotainment operating system, which means Apple CarPlay and Android Auto connection are still wired.

When ccNC arrives as part of a 2025 Sportage update, wireless smartphone tethering will be included along with the Kia Connect smartphone app with features such as automatic collision notification, stolen vehicle immobilisation, voice recognition, the transmission of real-time data into the car like weather and traffic, plus over the air updates.

Right now both Sportages include satellite-navigation, AM/FM and digital radio bands, USB ports front and rear and wireless smartphone charging. A Harman Kardon eight-speaker audio amplifies the sounds.

The Sportage also comes with Sounds of Nature, which pipes muzak into the cabin. It’s great if you’ve got a thing for elevators.

The 2024 Kia Sportage GT-Line Diesel and Hybrid represent powertrain orthodoxy and new age.

The diesel is the orthodox bit. The 2.0-litre four-cylinder turbocharged engine makes 137kW and a very handy 416Nm, transmitted to the road via an eight-speed automatic transmission and mechanical all-wheel drive.

The Hybrid is the new age one. A 1.6-litre turbo-petrol four-cylinder engine sits under the bonnet, with a disc-shaped e-motor sitting between it and a six-speed auto that drives the front wheels.

A small 1.49kWh lithium-ion battery pack sits under the rear seat.

The Sportage Hybrid produces a combined 169kW/350Nm and has the capability to run using petrol and electricity combined and petrol or electricity (briefly) alone. It is plugless, so electrical regeneration for the battery pack is performed onboard.

Both powertrains can be adjusted through multiple drive modes. The Diesel includes eco, normal, sport and smart, the latter adjusting itself based on the driver’s inputs. The Sportage Hybrid drops the normal mode, so smart becomes the go-to because Sport weighs the steering a bit much for urban twirling.

There is no ability to merge different models individually (ie sports steering and normal drivetrain).

While fuel economy is a forte of both diesel and hybrid powertrains, the 2024 Kia Sportage GT-Line Hybrid has the theoretical upper hand here with a thrifty 4.9L/100km combined fuel consumption claim.

The diesel’s claim is 6.3L/100km, which also means a significantly higher 163g CO2/km output than the hybrid, which emits 110 g CO2/km.

But that’s theory.

In the real world over a 140km loop that included everything from stop-start urban traffic to 110km/h freeway cruise control, their averages came out identically at 7.3L/100km.

So the hybrid’s advantage is largely negated. But it still emits less CO2 and it can run on the cheapest 91 RON fuel, which often undercuts diesel pricing.

But we can break our loop down a bit more to show where each vehicle gained and lost efficiency. Gotta stress this is not scientifically stringent, just one bloke driving two cars back-to-ack on the same loop on the same day.

The Hybrid appreciates a light throttle and the opportunity to regenerate its battery to deliver its best.

The Diesel operated through a narrower best/worst range than the Hybrid. It most dramatically sucked juice on steep climbs on dirt, where its all-wheel drive system came into play.

Urban stop-start 60-80km/h (26.6km)
Hybrid – 6.1L/100km (eco)
Diesel – 6.8L/100km (eco)

Freeway 1 110km/h (10km)
Hybrid – 7.4L/100km (eco)
Diesel – 7.2L/100km (eco)

Undulating country 80-100km/h (22.9km)
Hybrid – 7.8L/100km (smart)
Diesel – 7.4L/100km (normal)

Twisties with moderate climbs, 100km/h (20km)
Hybrid – 8.5L/100km (sport)
Diesel – 7.2L/100km (sport)

Cruising highway 100km/h (20km)
Hybrid – 5.8L/100km (eco)
Diesel – 7.2L/100km (eco)

Steep climbs and descents, inc dirt (10.7km)
Hybrid – 7.3L/100km (smart)
Diesel – 9.9L/100km (smart)

Twisties 2 relatively flat 80-100km/h (15km)
Hybrid – 10.8L/100km (sport)
Diesel – 8.0L/100km (sport)

Freeway cruise 80-110km/h (14.9km)
Hybrid – 4.9L/100km (eco)
Diesel – 6.9L/100km (eco)

Overall (140km)
Hybrid – 7.3L/100km (169.36g km/CO2)
Diesel – 7.3L/100km (193.45g km/CO2)

The on-road behaviour of the 2024 Kia Sportage GT-Line Diesel and Hybrid show off the value of local dynamic tuning.

The Diesel received the full treatment from Kia Australia and its chassis tuning consultant Graeme Gambold ahead of its late 2021 launch, and it shows with poised ride, handling and steering.

Allied with that sympathetic tuning of the passive independent suspension is a smooth and low-vibe example of the diesel breed. It only takes a few minutes behind the wheel to understand why the Sportage is our favourite mid-sized SUV.

The hefty upsurge of diesel torque (think thrust) really does make for a fuss-free experience. There’s rare desire – let alone need – to resort to manual shifting to aid with progress.

In town, in the country, on the highway, the Sportage GT-Line Diesel is a calm yet alert vehicle to drive, providing both comfort and response in an enviable mix.

It really is exceptional and the standard to which its competitors must aspire.

Same story for the Hybrid? Not quite. it missed out on the local tuning because it was being developed during COVID and it was just impossible to bring the local and Korean experts together to do the job.

As a consequence the Hybrid received the same chassis settings as the Diesel because they aren’t that far apart in weight (the Hybrid is around 52kg lighter – 1759kg v 1702kg tare) and the tuning of the electric steering was not localised, and it shows.

The Hybrid doesn’t feel as settled on the road as the diesel. We’re not talking much difference but it’s there in an occasional jabbiness delivered by rougher or serrated bitumen.

More pronounced is the steering feel difference. The Diesel simply felt lighter and more direct. Even its sport mode didn’t overdo the weighting.

On a couple of rutted corners the Kia Sportage Diesel cruised over, the Hybrid displayed ferocious wheel-wrenching kickback. There was also evidence of torque steer and front wheelspin, which was less obnoxious (and less surprising) than the kickback

There’s a certain amount of fussiness to the Sportage Hybrid’s drivetrain as well.

It starts off with quiet electric poise and will run for some time on the flat or downhill in this mode alone. But when the petrol engine does chime in it’s pretty obvious, albeit quieter and less vibey when cruising than the diesel.

There’s a real sense this is a complex bit of gear with lots of different bits meshing together to make things go. The diesel has the edge for overall unfussed response, but it’s pretty close.

One final point. If you’re into towing then the Diesel is the choice here too, with a 1900kg braked towing maximum versus 1650kg for the Hybrid. But yeah, neither is threatening the LandCruiser on that score…

With its variable all-wheel drive system, the 2024 Kia Sportage GT-Line Diesel is the vehicle here with some limited off-road chops. It also has off-road driving modes to tailor the powertrain for snow, mud and sand.

But don’t get carried away here; bush tracks to beach shacks is what this thing is best for.

Being front-wheel drive, the 2024 Kia Sportage GT-Line Hybrid is only more capable off-road than a passenger car because it has – at 181mm – a bit more ground clearance.

Gravel roads are its limit.

Mid-size SUVs are meant to be family transporters and the 2024 Kia Sportage GT-Line Diesel and Hybrid deliver the goods on that score.

At 4.66m long, 1.865m wide and 1.68m tall, they are sizeable and spacious with plenty of family-friendly interior features. The big omission is third row kiddy seating, something key rivals such as the CR-V, Outlander and X-Trail offer.

But if you don’t need that third row then you’ve got a second row that can fit three tall adults across the bench, with only the middle passenger having to make comfort compromises.

The backrests recline, there are adjustable air-con vents, map and door pockets, a fold down armrest and even USB-C ports installed in the side bolstering of each front seat.

In the boot there’s plentiful space that increases to enormous once you split-fold row two. Because it only has a space saver the Hybrid actually boasts slightly more room as the floor can be dropped to a lower level.

The storage numbers are 543 litres/1829 litres for the Diesel and 586 litres/1872 litres for the Hybrid.

Up-front these two are understandably very similar. But there are a few minor differences.

The hybrid has an added app on the central touch-screen showing where the petrol and electricity is going, while its tacho doubles as a power and charge meter.

The Diesel has an extra configuration for its digital instrument cluster which eschews dials for a soothing horizon, the Sportage Hybrid does not.

Both screens are large, legible and simple to operate with a moderate amount of configurability and a more significant amount of potential sub-menu drilling available if you want to fossick around.

These two also have comfortable seating, soft-touch padding where your elbows might rest, plentiful storage options including a generous centre console that is made even more flexible by retracting cupholders.

The driver gets a reach and rake adjustable steering wheel, a sizeable pedal box and left footrest to help achieve comfort.

A feature that inspires a bit of debate is the flip function that fits dual-zone climate and media controls into the same space on the dashboard.

Weirdly, our Hybrid came with reversed power and tuning hard buttons. So turn volume to tune and turn tune for volume. Unintentional – we think.

It was the only glitch or quality issue experienced during the test.

Given it’s a better drive, comes at a more affordable price and is cheaper to service, the 2024 Kia Sportage GT-Line Diesel is the clear winner of this in-house shoot-out.

It’s not like the Hybrid is disgraced. The Diesel is often just that little bit better at what it does. In a lot of ways of course, these two are very similar.

The reality, however, is the Sportage Diesel is on its last legs as Australia’s mandatory CO2 reduction standard looms large.

Hybrids are the future and the Sportage is one of the best. The Diesel just shows it can be better.

2024 Kia Sportage GT-Line Diesel at a glance:
Price: $52,920 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 137kW/416Nm
Transmission: Eight-speed automatic
Fuel: 6.3L/100km (ADR Combined)
CO2: 163g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

2024 Kia Sportage GT-Line Hybrid at a glance:
Price: $55,420 (plus on-road costs)
Available: Now
Powertrain: 1.6-litre four-cylinder turbo petrol-electric
Output: 132kW/265Nm (electric motor: 44kW/264Nm)
Combined output: 169kW/350Nm
Transmission: Six-speed automatic
Fuel: 4.9L/100km (ADR Combined)
CO2: 110g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)

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