In many respects, the U.S. seems less and less like a First World country, but things haven't yet reached the point where our paved roads are being ripped out, leaving trails of dirt and rubble in their place. And yet, you'd think that was the case, given that more and more buyers of family SUVs are choosing extra-rugged off-road versions. It's as if the school run has become something akin to a trek through the jungles of Borneo, and a trip to Costco is like a scramble across the rocky wastelands of Mongolia. For buyers shopping the Kia Telluride, that means they may be considering the X-Pro, which is the most off-road-focused version.

Redesigned for 2027, the new Telluride—which replaced a multiple 10Best winner—is a three-row SUV that we hold in high regard, and it recently won an eight-way comparison test. That comparo-winning Kia, however, wasn't the X-Pro; it was a Telluride Hybrid, in SX Prestige trim.

The X-Pro comes as the SX and the fancier SX Prestige. Both X-Pro models get 18-inch wheels with all-terrain tires, an electronic limited-slip rear differential, and a special suspension with increased ground clearance—9.1 inches versus 7.4 in other Tellurides. The exterior styling is further blackened, and the front and rear fascias incorporate recovery hooks. The surround-view monitor adds a "ground view" of what's under the vehicle (it works at speeds up to 6 mph).

For an additional $3100, the Prestige adds a digital rearview mirror, rain-sensing wipers, phone as key, remote parking, SynTex and SynTex suede upholstery (versus SynTex only), an "Ergo Motion" driver's seat with an under-thigh extension, heated second-row seats, acoustic rear door glass, a power-adjustable steering column, a head-up display, and a 115-volt power inverter.

None of that gear is going to challenge the off-road supremacy of the Jeep Grand Cherokee, the Ford Bronco, or the Toyota Land Cruiser, which bring to bear more hardcore equipment such as a locking center differential, disconnecting anti-roll bars, a two-speed transfer case, and off-road crawl control. Still, Kia's kit should give the X-Pro a bit of an edge over its siblings on an unplowed steep driveway to the ski house, when driving on the beach, or on a muddy two-track to a hiking spot. The question then becomes one of how compromised the X-Pro is when it comes to the driving most Tellurides will do most of the time: on pavement.

Well, for one thing, the X-Pro is not available with the hybrid powertrain; it comes only with the base engine, a turbocharged 2.5-liter four-cylinder making 274 horsepower and 311 pound-feet of torque. It's paired with a smooth-shifting eight-speed automatic, and, as you'd expect, all-wheel drive is standard here.

Given that the base engine is 55 horsepower and 28 pound-feet of torque shy of the hybrid powertrain, it's not too surprising that the X-Pro is not quite as quick. Whereas the gas-electric model hustles to 60 mph in 6.4 seconds, the X-Pro takes a more lugubrious 7.5 seconds to complete the run. On the move, the gap is greater, with the X-Pro needing 8.6 seconds to get from 5 to 60 mph, while the Telluride Hybrid needs just 6.8. The X-Pro is also fractionally behind the other base-engine Telluride we tested, an all-wheel-drive X-Line SX Prestige, in both 60-mph tests as well as the 30-to-50 and 50-to-70 measures. Outside the test track, it doesn't feel painfully slow, but there is a brief moment of turbo lag that the hybrid powertrain's electric motor papers over. Despite the lower power output, however, the base-engine Tellurides, including the X-Pro, have a bit more towing capacity than their Telluride Hybrid brethren, 5000 pounds versus 4500, and the X-Pro comes standard with a tow hitch, which is part of a $625 option on other models.

The X-Pro exacts a gas-mileage penalty, but it's not a big one. At 17 mpg city and 22 mpg highway, the X-Pro has lower EPA estimates than other all-wheel-drive, base-engine Tellurides (18/24 mpg). The Telluride Hybrid, though, shades those figures with EPA estimates of 30 mpg city and 32 highway with all-wheel drive.

Even more so than other Tellurides on 20- or 21-inch wheels, the X-Pro with its 18-inch wheels (and taller-sidewalled tires) provides a positively luxurious ride that isolates passengers from pavement nastiness. At the same time, there's enough damping here to keep this tall, soft-riding machine from listing about in curves, under acceleration, or when braking. The all-terrain tires sacrifice some skidpad grip, however: We measured 0.76 g, compared with 0.81 g in the Telluride Hybrid SX Prestige. And the rollers make for a longer 70-mph stopping distance of 182 feet, which is six feet longer than the Hybrid SX Prestige.

Even with the X-Pro's extra ground clearance, it's not a big stretch to climb aboard. The Telluride's interior has received a lot of accolades, but this X-Pro trim level doesn't show it in its most favorable light. You can't get any of the more interesting color choices (Deep Navy and Tuscan Umber, or Blackberry and Sand Beige). It's all black or black and gray only, and the materials are a mix of high and low. On the plus side, we have comfy mesh headrests and, in the Prestige, microsuede on the headliner and the upper seatbacks. In the debit column, we'd place the hard plastic door panels and the odd "Engineered Carbon" black trim, which seems to take its inspiration from contact paper. The interior of our comparo-winning Hybrid SX Prestige was fancified with the optional SX Prestige Executive Package, which adds power leg rests for the front seats, power adjustment for the second-row seats, and seat heaters in the third row. That package can't be had on the X-Pro or any base-engine Telluride.

In-cabin ergonomics are mostly good, but the engine start/stop button is oddly placed at the base of the gear-selector stalk, where it's hidden by the steering wheel. Owners, though, will quickly learn where to find it. We'd also prefer a volume knob to a volume roller and would like to see a tuning knob as well. The 12.3-inch central touchscreen has all kinds of functionality; it merges with the digital instrument cluster, and in between them, the climate-control display is mostly obscured by the steering wheel. One other oddity we noticed: The satellite radio must have an unbelievably weak antenna, because it lost signal repeatedly.

The cabin, though, feels vast and offers all manner of storage. USB-C chargers are liberally sprinkled throughout all three rows, and there's also a pair of wireless chargers up front. The X-Pro is available only with second-row captain's chairs, but that's true of all Telluride trim levels, save for the base LX and the EX. The second row is roomy, and if you slide the seats forward at least a little bit, there's adequate legroom for adults in the third row, although that cushion is still uncomfortably close to the floor. Many three-row SUVs have precious little luggage space when all seats are in use, but the Telluride has a generous 22 cubic feet behind the third row.

This accommodating SUV remains a capable family hauler, and the extra outlay to go X-Pro isn't huge. The X-Pro SX commands a $1900 premium over the X-Line SX, while the X-Pro SX Prestige is $3100 more than the just-plain SX Prestige, its $58,335 starting price making it the most expensive base-engine Telluride. We might rather put the X-Pro upcharge toward the Telluride Hybrid, but we might feel differently once the interstates are gone.