- Doors and Seats
5 doors, 5 seats
- Engine
1.4i, 4 cyl.
- Engine Power
74kW, 133Nm
- Fuel
Petrol (91) 6.7L/100KM
- Manufacturer
FWD
- Transmission
Auto
- Warranty
7 Yr, Unltd KMs
- Ancap Safety
5/5 star (2017)
2021 Kia Stonic Sport review
The compact (or light) SUV segment is getting ever more convoluted by the month, and the 2021 Kia Stonic Sport lines up against the likes of Mazda CX-3, Nissan Juke, Toyota Yaris Cross, Hyundai Venue and our current favourite, the Ford Puma.
- Styling is spot-on
- Warranty and servicing costs are excellent
- Cabin comfort is excellent
- Rear-view camera resolution is not good enough
- Engine feels like it’s working hard above city speed
- Fuel use is high because of that
The compact (or light) SUV segment is getting ever more convoluted by the month, and the 2021 Kia Stonic Sport lines up against the likes of the Mazda CX-3, Nissan Juke, Toyota Yaris Cross, Hyundai Venue and our current favourite, the Ford Puma.
Available in front-wheel drive and petrol only, the Stonic range is three grades strong. Our test Stonic Sport sits in the middle of that range – starting from $24,490 before on-road costs. At the time of testing, you could step into a Stonic Sport auto for $26,490 drive-away. The premium Silky Silver paint on our test car adds $520 over the base price.
What's interesting is the engine choice Kia has opted for. The entry-grade S and the Sport we’re testing here both get a 1.4-litre, naturally aspirated four-cylinder engine, while the range-topping GT-Line gets a fizzy 1.0-litre three-cylinder turbocharged engine.
The other difference is the seven-speed dual-clutch automatic that comes with the 1.0-litre, while the 1.4-litre gets a conventional six-speed automatic (as tested here), or an available six-speed manual.
The 1.4 makes the same 74kW as the 1.0-litre, but less torque with 133Nm against 172Nm. And that point will be the kicker. That is, can you live with less usable torque in what is an already muted performance output, not so much around town, but out on open roads more specifically? We’ll endeavour to find out.
There’s no doubt, then, that the Stonic Sport makes a strong value statement. Standard equipment includes 17-inch alloy wheels, proprietary satellite navigation, heated powered folding mirrors, leather-trimmed steering wheel, autonomous emergency braking with pedestrian and cyclist detection, forward collision warning, 8.0-inch touchscreen, Apple CarPlay and Android Auto, Bluetooth connectivity, rear-view camera, rear parking sensors, cruise control and auto headlights.
The Stonic cuts a stylish figure on the road, not so much eye-catching as it is understated, but it seems that people in general like the way it looks either standing still or on the move.
As has been Kia’s design want, the styling is classy and devoid of silly creases, moulds or garnishes. No bad thing the way we see it. It looks pretty much exactly as it is supposed to – like a hatch with a bit more ground clearance and a higher hip height.
Key details | 2021 Kia Stonic Sport |
Engine | 1.4-litre four-cylinder petrol |
Power | 74kW @ 6000rpm |
Torque | 133Nm @ 4000rpm |
Weight (tare) | 1192kg |
Drive type | Front-wheel drive |
Transmission | Six-speed automatic |
Power to weight ratio | 62.1kW/t |
Price (drive-away) | $26,490 |
I reckon the Rio is a stylish little hatch, too, and that’s what the Stonic is based on, so it’s no surprise. Let us know what you think in the comments section below. The smartphone connection for the Sport and GT-Line is wired, whereas the base Stonic gets wireless – strange. Still, it works and works well, so it’s hard to criticise. We didn’t have any issues with the system on test.
It’s also hard to criticise the general presentation and execution of the Stonic’s cabin. It’s more spacious than you initially expect, and the materials chosen are both robust and quality.
The 8.0-inch touchscreen looks right-size atop the dash, and it’s responsive to commands. The traditional dials are matched neatly by a digital display that sits between them, and the seat trim is comfortable and looks durable.
The driving position is excellent, visibility also a strong point, there’s more than enough useful storage, and the controls couldn’t be easier to work out. The target audience, then, should find the Stonic utterly unintimidating and easy.
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There’s USB sockets – one for the front row and one for the rear – a conventional 12V outlet as well, and door pockets that hold water bottles.
The front seats offer enough adjustment, but on a long road trip out into the central west of NSW, we did note that they may be too firm for some people. We didn’t have an issue with them, but they aren’t as sculpted as some from the competition and a little firmer in terms of padding. The seat height that works so well up front is equally useful in the second row.
Those with bad backs, hips or knees, take note. The rear seat is also on the firm side, but there’s room for two tall adults back there, even if you have tall occupants up front. That’s another win that not all the competition can claim. The backrest is a tad upright for proper long-haul touring in the second row, and it folds 60:40 to make carrying longer cargo easy.
Back seat occupants get storage for smaller bottles inside the door pockets, there are grab handles to make entry and egress as easy as possible, but there are no cupholders, no armrest and no air vents.
With the second row in use, you still get a decent 352L of storage, and that expands out to 1155L with them folded down. The load lip isn’t too deep into the boot either, meaning it’s not that difficult to load gear and get it back out either. There’s a space-saver spare wheel and tyre standard.
While the cabin is undoubtedly comfortable, it might not be the choice for those of you who are a one-car household with either relatives or a holiday house that’s a few hours’ drive from where you live. There is some tyre noise that enters the cabin, especially on coarse-chip surfaces, and that can get a bit tiresome over longer distances.
The 1.4-litre engine gets variable valve timing and makes the aforementioned 74kW at 6000rpm and 133Nm at 4000rpm working through the six-speed auto. I haven’t tested the manual option that is available – for $1500 less – but I reckon I’d be tempted by that gearbox with this engine in this platform.
The reason I make that claim is because the 1.4-litre – everywhere aside from trundling around town – feels underdone and underpowered. It feels like it’s always working harder than it wants to, especially as you hit the open road. Roll-on overtaking, for example, is genuinely hard work, and you get to the point where you feel like you’re being unfair on the engine and thrashing it.
At a glance | 2021 Kia Stonic Sport |
Fuel consumption (claimed, combined) | 6.7L/100km |
Fuel consumption (on test) | 9.8L/100km |
Fuel tank size | 45L |
Tow rating | 800kg (braked) |
Boot volume | 352L / 1155L |
Length | 4140mm |
Width | 1760mm |
Height | 1520mm |
Wheelbase | 2580mm |
Turning circle | 10.2m |
ANCAP safety rating | Five-star (tested 2017 as Kia Rio) |
Warranty | Seven year, unlimited km |
Servicing cost | $1084 (3 years) / $2103(5 years) |
Price (drive-away) | $26,490 |
Colour as tested | Silky Silver - Metallic |
Options as tested | Metallic paint ($520) |
Competitors | Hyundai Venue | Mazda CX-3 | Mitsubishi ASX |
That sentiment was reflected in the fuel-use figure. Kia claims 6.7L/100km on the combined cycle, and we used an indicated 9.8L/100km for the duration of our test, which did include a fair bit of highway driving. But the fact that you’re constantly flooring the throttle can’t help fuel efficiency. Thankfully, it will run on 91RON fuel.
Around town, the Stonic is excellent – as we expected. It’s small, easy to position and manoeuvre, and agile. It’s here, in the city confines, where the Stonic is most suited to ply its trade. The steering is light at low speed, and the visibility that we mentioned earlier is a feature around town too. While the engine needs to be worked hard out on the open road, it doesn’t need to be thrashed off the mark around town, which is a good thing.
Weighing in under 1200kg, it’s pretty light on its feet too. It feels light, especially when you’re zipping through traffic, looking for an opening, crossing streets, and trying to make the most of your commute. That leads to the ride quality, which as we often state with Kia product is as good as anything in the segment.
The Stonic is largely unaffected by the surface beneath it, soaking up country roads with ease, and dealing with whatever is thrown at it comfortably and with composure.
The cabin is a quiet place to be in terms of the road surface’s impact. The local suspension tune probably leans more toward firm than it does comfort, but a five-star ANCAP rating is backed up by Kia’s seven-year/unlimited-kilometre warranty, which remains a standard setter.
Services are required every 12 months/15,000km, with the price for servicing over the first seven years totalling $3039, so the ownership equation is reasonable too.
The Stonic Sport’s only problem really is the other engine in the range. If you spend your time largely around town, the Sport is a solid compact SUV that looks as stylish, if not more stylish, than the competition. If you need more pep, though, the GT-Line and its engaging 1.0-litre is the sharper option.