2021 Kia Stonic S review

The Kia Stonic, like its Toyota Yaris Cross and Ford Puma schoolmates, has burst onto the light SUV scene in Australia and is already shaking up the segment.

While it has been available overseas for around four years now, 2021 has been the first taste of the baby SUV in Australia – and the model’s latest facelift version is making major inroads. By the end of October, it had amassed 6239 sales, giving it third place and a 14 per cent share of the compact SUV segment. (CX-3 remains in top spot with 11,640 sales year-to-date, followed by Yaris Cross with 6697.)

If there’s a reason this newcomer seems familiar, however, that’s because it is. Based on the comparatively smaller Kia Rio, the Stonic does bear much resemblance to its sibling.

But the designers have made a real effort to make this car more than a high-riding version of the hatch – and its looks for a crossover aren’t quite so divisive as those of some rivals.

The version tested here is the 2WD 1.4-litre petrol automatic in base spec S trim, sporting clear white paint and zero optional extras.

Pricing

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In total there are three variants – the S, Sport and GT-Line, all of which have power going to the front wheels. The entry-level Stonic S and mid-range Sport versions come with Kia’s 1.4-litre MPI petrol engine and a choice of six-speed manual or automatic transmission, while the top-spec GT-Line houses a 1.0-litre T-GDI petrol, which is paired with a seven-speed dual-clutch auto.

The Stonic S auto we’ve got on test costs $24,490, while its manual twin will cost $1000 less. Heading on to the Sport, the mid-ranger $25,490 (manual) or $26,490 (auto), and finally the range-topping GT-Line comes in auto guise only for $30,490. All prices are drive-away.

For the S and Sport, there is a choice of seven no-cost paint colours while the GT-line exclusively adds four contrasting roof options. Beyond picking the colour you like best, there are no other extras, which is actually quite refreshing – there is, after all, such a thing as too much choice.

Features

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Much like its customers, the Rio has grown up and it is time for a change.

Unlike the Rio, the Stonic has edgier lines, it’s taller and it has roof rails for outdoor lifestyle activities. There’s also little resemblance at the front – with the slimmer and flatter headlights, as well as the lower and side air intakes, all being markedly different to its twin under the skin.

Where the two are similar is the 'tiger nose' grille with satin silver surround, the exception being the GT-Line variant, which has a black surround. The top-spec version also nabs the GT-Line Package, which includes a mesh radiator grille and rear diffuser, as well as black wing mirrors, rear privacy glass and a sunroof.

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In profile, the exterior features black plastic wheel arch cladding marking it out as the SUV alternative to a Rio. LED daytime running lights are standard only on the GT-Line and while the Sport and GT-Line ride on 17-inch alloys, the lower budget S steps down to 15-inch steel wheels.

At the rear, the aesthetic differences to the Rio are obvious again, with sharper tail-lights, a wider tailgate and a plastic rear bumper featuring smaller inserts.

Measurement-wise, it’s 4140mm in length, with a width of 1760mm and height of 1520mm – making it 70mm, 35mm and 70mm larger all round than the Rio.

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While the Stonic has a broad appeal on the outside and doesn’t actually scream "budget" for a car of its price range, inside (on the base-spec S at least) the cabin is unfortunately a much more sedate – perhaps even a little dated – affair.

There’s a lot of plastic on offer, as well as a metallic-finished dash fascia, a rough-feeling steering wheel and seats swathed in a scratchy, cheap material known as Tricot cloth trim.

Step up into the GT-Line and improvements are made, with the top-of-the-line variant gaining premium seats and a carbonfibre-look dash, as well as a sports steering wheel with the GT-Line logo along with satin silver interior trim for the wheel and door handles.

All versions get a traditional gear stick and handbrake, although the mid- and top-spec cars get a ‘premium’ shift knob.

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The Stonic is missing some creature comforts such as a centre console arm rest, although in fairness this is only on the entry S – unlike in the rival Toyota Yaris Cross where the armrest-cum-sliding-storage-bin is also nowhere to be found even on the range-topping Urban. A vanity mirror has been included on the passenger side, but it is not illuminated on the S.

Despite missing a central compartment, the Stonic does have plenty of little pockets of storage here and there, as well as six cup holders – two in the middle and one in each door.

However, only the ones in the front row are really of any use, as the holders in the rear doors can’t even fit a child’s small 700ml Thomas the Tank Engine drink bottle, so when you need both your hands (and probably another pair with all the stuff kids come with nowadays) there’s nowhere to put it but the roof – so make sure you don’t leave it there and drive off.

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Additionally, having a folding key starts to grate after a few days, especially when you just want to push a button and go, knowing your key is safely somewhere in your bag or on your person. If this is a problem for you too, the Sport and GT-Line come with a smart key and push-button start.

What it does have is an 8.0-inch touchscreen, which is relatively simple to use, and comes with Apple CarPlay and Android Auto integration. Although interestingly in the entry-level S we have here, just Android Auto can be physically accessed via a lead into the single USB port as Apple CarPlay is wireless only.

Even though you could argue wireless capability is considered a luxury, it is oddly missing from the two higher-spec variants and, in truth, the wireless Apple CarPlay functionality on the S is patchy at best anyway.

Unfortunately, the connection drops out every few minutes and needs reconnecting on the move. While that really only involves pushing a button on the touchscreen, it’s still a distraction and not ideal.

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We like the 4.2-inch binnacle display, which provides straightforward information and features a digital speedometer, which is always nice to have (especially on a base version), and the steering wheel controls are well laid out too – making it easy to access them while driving.

The Sport and GT-Line also include a sat-nav as standard, but as it already has Apple CarPlay we honestly don’t think it’s needed because phone map applications tend to be more accurate.

Oddly the Stonic S misses out on DAB+ digital radio, which feels a little outdated.

While the Stonic's exterior has a broad appeal, and doesn’t scream "budget" for its price range, unfortunately, the cabin is a sedate – perhaps even a little dated – affair.

Comfort and Space

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Being a light SUV, the Stonic doesn’t have as much space as we’d like for a true family car. Though there is a pouch for maps on the back of the passenger seat (maps, remember them?), there is a distinct lack of places to put things.

In addition to the cup holder issue mentioned above, the boot features a high and strangely small side compartment, only just about large enough for a mobile phone. What the designers imagined its purpose would be we have no idea.

Upon first look, the boot appears to have more than ample space – with a pleasingly low lip perfect for safely containing a cheeky toddler for at least five seconds. However, the vehicle’s on-paper specs actually reveal its max cargo capacity is smaller than the already compact Yaris Cross – offering 332L with the rear seats up compared to 314/390L in the Toyota, depending on how you have its split floor positioned.

While it can easily meet the needs of a trip to the shops for a family of two young children or an older couple, and has space for an average-sized pram – putting it to the test for a weekend getaway with more bags and other kiddy paraphernalia might be pushing it.

The grab handle for the tailgate is also awkwardly positioned, making it tricky to pull down without twisting your arm at a strange angle if you don’t want to get your hand dirty on the paint.

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Getting little ones in and out of the back doors is straightforward though, and we have to commend Kia here for making sure they open wide enough – a fact so easily overlooked by some manufacturers.

The seats front and back are surprisingly comfortable given the rough material, with ample back and leg support, though none are electrically adjustable.

Moving to the rear row, there is just enough legroom for an average-sized adult for short-ish journeys. Although fitting our car seat to the ISOFIX anchors we noticed you need to move the front passenger seat almost the whole way forward just to accommodate it, as well as provide enough legroom for a three-foot-high two-year-old – which is less than ideal if someone else is in the front beside the driver who themselves is roughly 170cm or taller.

Rear passengers also face a distinct lack of amenities – with the S missing out on rear air vents and USB ports, though the Sport and GT-Line benefit from one in the front and back.

Climate control is reserved for the range-topping GT-Line only, the lower variants making do with a manual air conditioning system, as is privacy glass – the latter a disappointing feature to lose out on, as without it the sun is very bright on young children’s eyes.

Getting little ones in and out of the back doors is straightforward and we have to commend Kia for making sure they open wide enough – a fact so easily overlooked by some manufacturers.

On the Road

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How do you know it’s not too different to the Rio underneath?

It’s got the hatch’s 1.4-litre inline-four petrol engine mated to a six-speed automatic transmission, sending 74kW/133Nm to the front wheels in S or Sport guises. The top spec GT-Line version has a slightly higher torque output of 172Nm coming from a punchy little 1.0-litre three-pot turbo that’s coupled with a seven-speed dual-clutch auto.

Both at freeway cruising speed and around town, overall wind and tyre noise is very respectable for a car of its size, and the engine is refined and quiet making for an enjoyable driving experience as far as sound is concerned.

Unfortunately the S variant misses out on any driving modes, but the higher spec GT-Line gets Eco, Normal and Sport if a bit more control when it comes to performance is important to you.

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Around town, where undoubtedly the Stonic will spend most of its time, the 1.4-litre is a solid performer and by no means out of its depth for day-to-day driving. Pulling away from the lights it doesn’t feel too strained, but you do have to work it hard in the mid-range, particularly between 40-80km/h, and a surprising amount of throttle input is required.

This is where a separate sport mode for the transmission would make sense. Unfortunately, no such option is available and the same goes for the 1.0-litre, despite it having a more sophisticated dual-clutch transmission. This is a shame, as in certain situations we felt the car could have used a bit more urgency – for example during higher speed overtakes.

There is a manual mode on the automatic gearshift but the Stonic does not come with paddles on the steering wheel. This is probably for the best, as when you use this feature it is quite slow to respond and noticeably hesitant in changing down when you want it to. It’s best left in auto where the gearing is pretty well matched to the response of the engine.

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The steering is quick and light, aided by Kia’s engineers doubling the number of teeth on the serrated steering column shaft compared to the Rio’s, and as a result, it feels nimble on its toes.

Cornering and changes in direction are undertaken with ease, thanks to its diminutive stature, and even when we were taking bends on a gravel track at 60km/h to snap the photos you see here, the Stonic still felt controlled.

Similarly, the brakes are well-judged and always feel powerful enough whatever the speed. This will undoubtedly be helped by the car's comparatively light 1157kg weight.

Considering the basic suspension setup, which fits in with the budget price-point, the ride is smooth and comfortable on the whole, and it handles itself well over minor bumps on suburban or regional main roads – thanks, in part, to 15-inch steel wheels with a chunkier sidewall. You will notice, however, that there can be some harsher feedback on particularly prominent speed bumps or pothole-ridden roads.

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Officially rated at 6.7L/100km (combined), we’ve found the best fuel economy we could achieve was an impressive 5.7L/100km, but most of the time it has been closer to 7.9L/100km in real-world town driving and at worst, thanks to lots of COVID restriction-enforced small trips, we hit 9.7L/100km.

Compared to its competitors, on paper, the Stonic offers marginally poorer fuel performance – with the Ford Puma and Mazda CX-3 providing a rated 6.3L/100km (combined) with an auto transmission. The manual Stonic S claims 6.0L/100km versus 6.6L/100km for the manual CX-3. The Puma only comes fitted with a seven-speed auto. Meanwhile, the Toyota Yaris Cross undercuts them all by some margin with a 5.4L/100km official combined rating for the petrol version and 3.8L/100km for the hybrid.

Considering the basic suspension setup the ride is smooth and comfortable on the whole, and it handles itself well over minor bumps on suburban or regional main roads.

Safety

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The Stonic comes with a host of active and passive safety systems across its line-up, which include:

• Anti-lock braking system
• Electronic stability control
• Vehicle stability management
• Hill-start assist
• Autonomous emergency braking with forward collision warning system
• Lane-keeping assist
• Lane following assist
• Driver attention alert
• Reverse parking sensors and camera

While most features are standard for the S and Sport variants, the range-topping GT-Line gains an auto-dimming rearview mirror, LED daytime running lights as opposed to halogen, an LED position lamp, LED bi-function MFR (multi-function reflector) headlamps and LED front fog lights.

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What we found was a significant plus point for a car of this price is the inclusion of rear parking sensors and a reversing camera, even on the base-level S. While rivals such as the Yaris Cross also feature these as standard across their ranges, it is a costlier vehicle overall.

That said, while the camera’s functionality is faultless, the quality of the picture leaves something to be desired and doesn’t match up to competitors like Suzuki that have a superior image in vehicles of a similar price, if not in the same segment, such as the Vitara.

The lane-keep and lane following assistance is useful at times, if a little keen to correct at the slightest sign of deviation. Unlike the Yaris Cross, however, noises are kept to a minimum with just a flashing symbol on the dash to alert you to the error of your ways – which is preferable as loud noises in themselves can be distracting on occasion.

The Stonic rides on the coattails of the Rio on which it is based for its five-star ANCAP rating, awarded in 2017.

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For Kia’s first foray into the light SUV segment, the Stonic is performing well already – having sold 5601 units since launching in early 2021.

In September this year alone, 721 were snapped up, making it the second best-selling model in the class for that month (behind the also new Yaris Cross, and well ahead of the popular Mazda CX-3 and Venue offering from sister firm Hyundai) and third year-to-date – despite having some more established competitors such as the Nissan Juke and Volkswagen T-Cross to contend with.

All Kias come with a respectable, if not quite industry-leading, seven-year/unlimited-kilometre warranty plus capped-price annual servicing (or every 15,000km, whichever comes first) for seven years starting at $281 and fluctuating thereafter depending on whether it is a minor or major service. The most you’ll pay during that time is $702 in the fourth year or at 60,000km.

Verdict

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According to Kia, the Stonic boasts “European styling with youthful character” – with its marketing clearly aimed at getting young people, and specifically young families, into the car.

But we think it goes deeper than that. Yes those with a baby or potentially one or two small children could do well with this as their first family motor – there’s ample room for all the kit and caboodle in the boot, the rear seats have ISOFIX and top tether points, and there’s enough legroom even for an adult to be comfortable on hops around town.

Yet it shouldn’t be ruled out that it may curry favour with older drivers too, who want a higher ride without the larger sticker price of many SUVs. Interestingly, even though it is higher than a hatch, once you’re in the driver’s seat it doesn’t ‘feel’ high so may not suit all tastes.

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Out of the three, S, Sport and GT-Line variants, we’d go with the top of the range GT-Line as it gains some of the creature comforts we just prefer not to go without such as privacy glass on the rear windows, climate control air-con, a push-button start and a more premium feel to the cabin. It’s $6000 more, but that feels like money well spent.

By comparison, the base-spec from its rivals – the Mazda CX-3 G20 Pure, Ford Puma 1.0-litre, and Toyota Yaris Cross GX petrol (not with the hybrid drivetrain chosen) will set you back $29,940, $34,158 and $ 30,933 drive-away respectively minus any options. The Kia’s drive-away price is $24,490 in auto guise or $1000 less as a manual.

While it certainly feels like a no-frills experience, and it rides a little lower than we’d like for an SUV, there’s little doubt this newcomer would make a sturdy runaround and has the potential to really unsettle the competition.

2021 Kia Stonic S specifications