Kia Tasman SX 2025 Review

In the orthodox ute manner, the 2025 Kia Tasman comes in a variety of equipment levels and body styles.

There are five equipment specifications – S, SX, SX+, X-Line and X-Pro. The vast bulk of models are dual cab 4x4 pick-up. But you can also get single cab chassis in S and SX and dual cab chassis in S and SX. S single cab chassis and dual cab pick-up can also be had as a 4x2.

Every Tasman comes with a 154kW/440Nm version of the 2.2-litre turbo-diesel engine employed in variety of Hyundai group models and an eight-speed automatic transmission sourced from the sadly defunct Kia Stinger.

The 4x4s include an Eaton low-range transfer case and locking rear diffs. In in the S models it locks automatically when slip is detected while it is driver-actuated in the X models. A locking front diff is not on offer.

The off-road-focussed X-Pro flagship adds features including a 28mm ride height boost to 252mm, an X-Trek off-road cruise control mode and all-terrain tyres. We’ve already spent time with the X-Pro and you can read about it here.

Instead, for this review, we’re headed to the heart of the Tasman line-up and the $54,490 (plus on-road costs) Tasman SX 4x4 dual cab pick-up. It’s the second cheapest 4x4 dual cab priced $4500 above the steel-wheeled S and $20,500 below the X-Pro.

In terms of rivals, it sits between the XL and XLS Ford Ranger, the SX and LS-M D-Max and the SR and SR mild hybrid Toyota HiLux.

Look beyond diesel and its $3410 cheaper than a BYD Shark 6 PHEV. That’s worth mentioning because if Kia hits its ambitious 20,000 annual sales target for the Tasman it’s the Chinese ute it’s gonna be butting heads with for fourth place in the segment.

Key Tasman SX equipment includes unique design 17-inch grey alloy wheels with Kumho Crugen tyres, cloth interior seat trim, Kia’s latest integrated infotainment screens, wired Apple CarPlay and Android Auto and embedded satellite navigation. Kia Connect and its smartphone app is standard for seven years.

An extensive safety inventory is headed by autonomous emergency braking with cyclist, junction turning, junction crossing, evasive steering assist and direct/oncoming lane change detection. That’s complemented by adaptive cruise control. The SX also comes with a fresh five-star ANCAP rating.

However, the rating only applies to the three S models in 4x4, excluding the X-Line and X-Pro because they lack an under-bumper bib that aids test results in relation to the off-set vehicle crash and pedestrian safety. Removing the bib improves approach angle clearance off-road.

So what gear does the Tasman SX miss out on? Head up the range and some – not all – of the stuff added includes 18-inch alloys, a powered sunroof, power folding mirrors, tub lights, a bedliner, Harman Kardon stereo, leather seat trim, air vents and USB ports in row two and smartphone charging.

Roof rails, rear fender flare storage, powered, heated and ventilated front seats, slide and recline second row seats, heated outboard rear seats, parking sensors, blind spot monitoring, hands-free parking, rear cross traffic avoidance assist and a 360-degree camera are all found further up the model walk.

There are eight paint choices, seven of which will cost an added $700. Two colours – Clear White and Denim Blue – can be had with colour-coded fender flares. Because of manufacturing complexities, the X models delete their rear fender storage if you opt for the colour coding.

No Tasman comes standard with side steps or any sort of sports bar in the cargo box. There are 45 specific Tasman accessories on offer at launch including bullbars, canopies and tube-style side steps.

The Tasman comes protected by a seven-year/unlimited warranty and 12 month/15,000km service intervals. A capped price service program adds up to $4265 for the SX (or any other Tasman 4x4 bar X-Pro) or an average $609 per visit. For the first time, Kia is offering prepaid service costs over three years ($1551), five years ($2809) and seven years ($4095).

In the early days of Kia Tasman, the story was the driving experience needed a bit of work and that the exterior styling was a bit divisive.

Well, one out of two turned out to be true.

From any perspective, the 2025 Kia Tasman SX is a convincing drive; ride, handling, steering and even the powertrain, which had been long identified as a potential weak point because of its lower torque output than some rivals. All showed up decently in our first drive.

There are qualifications here. Our drive was one-up with no load in the cargo box and took place almost entirely on country highways and byways around Bathurst NSW. We didn’t off-road in the Tasman SX, only tasting some gravel roads. The real off-road challenges were reserved for the X-Pro. The message is clear, the SX is a workhorse not a mountain goat.

Our driving took place in rear-wheel drive and 4x4 auto. The other dial-selected choices are 4x4 high range with the centre clutch pack locked and 4x4 low range.

The Tasman is a traditional ladder frame ute with double wishbone front-end, rigid axle with triple-rate leaf springs at the rear and disc brakes all-round. It has been subject to extensive local testing and it shows.

The ride quality on sophisticated ZF Sachs frequency selective dampers can be a little testy at low speed without a load, but it smooths out to become among the best in class. It’s still got some of that ute jigginess and occasional shock from something sharp-edged, but impacts are usually rounded off.

The handling takes a little getting used to. There’s plenty of roll if a corner is tackled at speed and it feels like a lot of pressure is being placed on the outside front tyre. While it has a basic understeer set-up it readily turns and the rear grips strongly.

There’s fundamental stability and confidence here that reassures. The SX’s substantial 5410mm length, 1930mm length, 1870mm height and 2225kg kerb weight is well corralled.

The steering requires some effort and has an elastic feel to it that electric assist sometime delivers. Sport mode (there are also Eco, Normal and My (Individual) on-road and Snow, Mud, Sand terrain modes) increases resistance – why I’m not sure.

By the way, My mode only allows powertrain and steering tuning choices.

If you jump out of a Ranger with its light twirly steering it’s a real contrast.

The powertrain showed little of the stress expected because of its output figures. It was responsive with only a little indication of lag at tip in throttle. It’s willing, if not giving in the way a V6 Ranger is. The only sign of potential issues is a propensity to hunt around among the taller gears for torque – peak is on offer from 1750rpm-2750rpm and by 4000rpm it’s pretty much done – when climbing even shallow hills.

The fuel economy claim is 7.6L/100km, but our driving returned numbers on the trip computer between low eights and high nines per 100km.

We got to tow a 2.1-tonne load and the Tasman felt okay doing it. It has a Tow Mode that most obviously held shorter gears longer and occasionally needed a manual gearshift to move to the next gear up. It seemed more responsive when left in normal mode.

All Tasmans comes with an integrated trailer brake controller. Kia claims the Tasman can tow a full 3500kg braked. We’ll wait and see on that one. Crunch the numbers and the payload at full tow is 475kg. Good, but not the best in the class.

The Tasman includes a water-to-air intercooler, high and low-temp radiators and a transmission cooler to keep temperatures under control when it is being stressed. It also has the largest radiator fan of any Kia model.

It was noticeable even when revved hard that noise, vibration and harshness (NVH) was kept under control. Also, tyre and suspension noise also was not intrusive. This is indicative of the effort Kia has put into isolating the cabin. By ute standards, it is a pretty peaceful place to be.

The cabin is also instantly in the top echelon of utes for the level of tech, comfort and space. The stitched glass fence across the dashboard is the latest Kia tech that separate the touchscreen from the instrument cluster with a smaller display for the dual-zone climate control. Yes, it does get blocked by the steering wheel rim but it can be expanded onto the touchscreen so you can see it and therefore control it properly.

Thankfully Kia’s has also retained a sensible number of permanent buttons and tabs for basic functions so you’re not endlessly jabbing at the screen. You can even select a cluster theme with traditional circular speedo and tacho.

The new-design front seats with their squidgy headrests are trimmed in durable cloth and commendably comfortable, the rear seats are reclined at 25 degrees (Ranger and HiLux are 22 degrees) and are paired with a reasonable amount of legroom for taller passengers.

Upfront there’s no shortage of storage options including a big centre console tray, lidded bin, single glovebox (a double glovebox is offered further up the range) and long, narrow door bins with bottle-holders.

In the S models the traditional T-bar auto lever is retained while the X-Models get a column shifter like Kia’s EVs. The fat-rimmed squircle steering wheel adjusts for reach and rake.

In the rear you get seats that split-fold and flip revealing generous under-seat storage. There are also door bins and map pockets.

There’s some touches in the cabin that are really neat like mesh covering for air vents, long sun visors and the door pulls that resemble ratchets.

The cargo box gets tie-down hooks, a soft tailgate opening and corner steps to aid access. But the one-tonne plus cargo capacity is what really ticks the box. It’s wide enough to fit an Aussie pallet between the wheel arches, so double tick.

There is one over-arching issue about the Kia Tasman that just makes it a hard-sell and that’s the exterior styling.

After a while the squared-off and upright body loses its shock value. That’s a traditional LandCruiser 70 Series or Jeep Gladiator look that is acceptable. It helps with interior shoulder space and the big windows provide exceptional visibility (big mirrors help, too).

Turn the weird fender moustaches body colour or choose a darker body colour and that works better, too. However, that front-end is challenging. There’s going to be plenty of accessory bullbars sold to hide it.

And the bib, the one so important for that ANCAP score, just makes the whole front-end look longer and adds another element to it all.

Other criticisms? Like all Kias you have to go through the laborious and long-winded task of turning off intrusive speed and driver monitoring and lane keeping/centring functions via the screen and the steering wheel.

The rear seat could use more creature comforts for what amounts to $60K on-road. No air vents, no USB points, no 240v, no fold down armrest. Jeepers, seems a bit stingy. Lights and power outlets in the cargo box would also be appreciated.

The Kia Tasman instantly impresses. In terms of the driving, refinement, cabin functionality, comfort and the carrying and towing numbers, it’s instantly among the top few dual cabs in Australia.

That’s a hefty achievement.

The SX is a workhorse that discards some of the off-road capability and creature comforts in exchange for a lower price. It retains essential Tasman positive qualities that will earn it the attention of buyers.

Even the engine doesn’t feel like the weak link it was expected to be. It’s not at the top of the class, but it is willing and the job Kia’s done on damping its noises (and other noises too) is top-notch.

There are caveats of course. We would really like to place a proper load in the cargo box and see what happens. And, of course, the exterior design of the Tasman is something that’s going to have an impact on interest. Maybe it’s so distinctive it will help build  Tasman a following. It’s so ugly it’s beautiful sorta thing…

More likely, the look will discourage plenty of people from discovering the outstanding qualities contained underneath the controversial skin. Pity that, because based on the evidence of this first drive the Tasman deserves to be taken seriously.

2025 Kia Tasman SX 4x4 dual cab pick-up at a glance:
Price: $54,990 (plus on-road costs)
Available: Now
Engine: 2.2-litre four-cylinder turbo-diesel
Output: 154kW/440Nm
Transmission: Eight-speed automatic
Fuel: 7.6L/100km (ADR Combined)
CO2: 200g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2025)

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