Kia Stonic Review

The Kia Stonic isn’t a bad car. Far from it. It comes loaded with standard equipment, looks pretty good and is backed by one of the industry’s best warranty packages. Unless you already own one, you may also have forgotten it exists – and may be surprised to hear that Kia still offers the Stonic brand new in its ever evolving and ever more stylish range.

Very few sectors of the car market are as crowded as the small SUV sector right now, and that means the Kia Stonic has a great many rivals to fend off. In summary, the Stonic simply isn’t comfortable enough or refined enough to match the class leaders, most notably the SEAT Arona, Renault Captur and Nissan Juke. But that’s not to say that the Kia Stonic shouldn’t be on your shortlist if you’re after a small SUV.

It’s based on the now-defunct Kia Rio, but the Stonic is taller and wider than the supermini, with extra length behind the back wheels to create more luggage space. As a result, it’s more practical than the Rio, but not to the extent you might think.

The boot space in the Kia Stonic is a decent size, but because the rear seats don’t slide forwards and backwards, it lacks the flexibility of some other small SUVs. Space is also limited in the back seats, so some adults might struggle to find enough headroom and legroom.

Things are better up front, with the Kia Stonic offering a generous amount of shoulder room and headroom. There’s a large glovebox, a pair of cupholders, two large door bins and a centre storage box with armrest.

The cabin looks a little plain, but the dashboard has a logical layout with all the buttons and switches sitting where you expect to find them. Perceived quality is helped by the leather-trimmed steering wheel and gear knob, but some of the materials used throughout the cabin feel cheap and plasticky, and the assembly feels a little flimsy and insubstantial in places.

At least the Stonic is well-equipped, with all versions featuring alloy wheels of 16 inches or more, an eight-inch touchscreen, DAB digital radio, Apple CarPlay, air conditioning, rear parking sensors and cruise control.

Other trim levels offer more kit and cosmetic upgrades, with the flagship Stonic boasting heated front seats, a heated steering wheel, satellite navigation and leather upholstery. Top trim models also feature the safety kit required for the maximum five-star Euro NCAP safety rating, but models without the pack are given a three-star rating.

The Kia Stonic's driving experience is a little odd. While most small SUVs offer a lofty driving position, you sit low in the Stonic, which makes it feel like a humble supermini. It also prioritises handling over ride comfort, but never feels especially exciting to drive. It’s kind of lost between a rock and a hard place.

In isolation, the Kia Stonic is a perfectly adequate car. It looks good, comes loaded with plenty of equipment, and is backed by a seven-year warranty. It just fails to impress, leaving you feeling like you’re driving a slightly larger and chunkier Kia Rio.

Our money would go on the SEAT Arona, which is one of the best all-rounders in a seriously crowded market. 

For most buyers, the sweet spot is the Kia Stonic Pure with the 1.0 T-GDi petrol and manual gearbox.

That recommendation is largely about value. The current Stonic range already starts with a healthy amount of equipment, and the Pure gets the same core engine and overall character as the pricier trims. Unless you are especially keen on the GT-Line styling or the extra convenience features higher up the range, the base car covers the essentials very well.

The 1.0-litre petrol is the only engine you really need to consider in the current line-up, and that is no bad thing. It is punchy enough for daily use, suits the Stonic’s size and avoids the heavier, more compromised feel some rivals can have when fitted with larger engines.

If you strongly prefer an automatic, the DCT is there, but the manual remains the more straightforward and more convincing fit for the Stonic.

The Kia Stonic range starts at £22,195 OTR for the Pure 1.0 T-GDi manual. The Pure DCT is £23,195, the GT-Line starts at £24,795, the GT-Line DCT rises to £25,795 and the range tops out at £28,495 for the GT-Line S DCT.

That places the Stonic firmly in the heart of the small-SUV market. It is not a bargain-basement choice, but the standard kit count helps it justify itself more effectively than a bare list price might suggest.

The bigger question is whether the upper trims make sense. By the time you reach the top of the range, the Stonic is competing with some more polished and more spacious alternatives. That is why the lower end of the line-up remains the strongest part of the car’s value story.

The small-SUV class is packed. The most obvious alternatives include the SEAT Arona, Renault Captur, Nissan Juke, Skoda Kamiq, Ford Puma, Peugeot 2008 and Suzuki Vitara. Kia also faces competition from within, because the XCeed feels more special and more upmarket if your budget can stretch a little further.

Among those rivals, the SEAT Arona remains one of the most complete all-rounders, while the Ford Puma is stronger to drive and the Renault Captur offers more rear-seat flexibility. The Skoda Kamiq is also a very sensible benchmark if space and comfort matter most.

What the Stonic offers in response is simplicity, good equipment and that long Kia warranty. For some buyers, that will be enough.

The Kia Stonic's interior is also lacking in flair and imagination, with few of the design flourishes you might find in competitors. The perforated, leather-trimmed steering wheel on the Stonic 3 trim level is a nice touch, mind.

Beyond that, the Stonic looks and feels very much like a Kia Rio supermini. This isn’t necessarily a bad thing, because Kia knows how to deliver a clear and logical dashboard. Everything is in the right place – it just looks a little drab.

Getting comfortable shouldn’t be a problem, as all versions come with a height-adjustable driver’s seat and a steering wheel that’s adjustable for height and reach. Forward visibility is good, but the rear view is restricted by the wide rear pillars. Fortunately, all models come with parking sensors as standard, while a reversing camera is fitted to all except the Stonic 2.

A centre storage box doubles up as an armrest in all models, which, when combined with the standard-fit cruise control, makes the Stonic a comfortable companion on a long trip.

With the rear seats in place, the Kia Stonic's boot offers 352 litres of space, which is 27 litres more than you get in the Rio. It’s not the largest in the small SUV segment - for example, the Renault Captur offers up to 536 litres thanks to a sliding rear seat, which is something you don’t get in the Stonic - but the Stonic’s boot benefits from a wide and tall opening.

There’s a relatively high loading lip, but the Stonic scores well for its 60/40 split-folding rear seats, which fold flat to deliver up to 1155 litres of luggage capacity. Again, this is good, but not great. You also need to buy the Stonic 4 to benefit from a dual-height boot floor and a luggage net, which seems a bit mean.

While there’s plenty of shoulder room and headroom in the front, things are a little tighter in the back. Adults will struggle for legroom if there are tall people in the front, while headroom is restricted for all but the shortest of adults. You’d expect more from a small SUV.

Space for oddments is also at a premium in the back, with Kia offering just one seatback pocket and a pair of small door bins. What’s more, you wouldn’t want to sit in the middle seat for any length of time because it's a little uncomfortable. There are two ISOFIX points for child car seats, though.

Storage is a little better in the front, with the Kia Stonic packing a pair of large door pockets, a big glovebox and a spacious central storage bin. There’s also ample space for a smartphone in the centre console.

There are two cupholders in the front, a light in the glovebox, luggage net hooks in the boot, a case for sunglasses above the windscreen, plus a 12v socket in the centre console.

The Kia Stonic measures 4,165mm long and 1,760mm wide, while height varies from 1,485mm in Pure trim to 1,505mm in GT-Line and GT-Line S models.

That keeps the Stonic usefully compact. It is small enough to feel easy in town and simple to park, but just large enough to pass as a family-friendly crossover rather than simply a jacked-up hatchback.

All versions of the Kia Stonic get an eight-inch touchscreen infotainment system with DAB digital radio, Apple CarPlay, Android Auto, Bluetooth and voice control. There’s also a USB port for the front seats, another one for the back, six speakers and audio controls on the steering wheel.

It’s easy to use, helped in no small part by the large and prominent buttons and dials flanking the screen. The display is crisp and clear, although it can be a little slow to respond to inputs.

Current models also get satellite navigation as standard, plus traffic messaging and a range of connected services for a full seven years, though how much you’ll use them when Apple CarPlay and Android Auto are standard anyway, we’re not sure. The Kia’s built-in navigation has a habit of sending drivers on some obscure routes, especially when avoiding traffic delays.

On the plus side, the sound quality is excellent for a standard audio system, aided by a pair of tweeters mounted in the doors. We also applaud Kia’s decision to put a USB port in the back, because the passengers seated there could use some cheering up due to their drab surroundings.

First impressions are excellent. Kia has a knack of making its interiors look more upmarket than prices would suggest, and at first glance, you initially think that the Korean company has done it again.

Unfortunately, look a little closer and things start to unravel. The plastic used on the dashboard, door panels and centre console feel cheap and scratchy. The cost-cutting is especially noticeable in the entry-level Stonic, with the fabric seats feeling a little low-rent, while the silver-finished door handles are a tad flimsy.

Kia has trimmed the steering wheel and gearstick in leather, which helps to raise the level of perceived quality a little. Some versions get a flat-bottomed steering wheel and cloth and faux-leather trimmed seats, for a sporty feel.

The Stonic 3 also gets a black high-gloss centre console, faux leather upholstery, automatic climate control and an auto-dimming rear-view mirror. In earlier models you needed a Stonic 4 to get heated front seats, a heated steering wheel, keyless start, faux leather and aluminium pedals, but several of these features are now available further down the range; you can read a more in-depth specification list further down.

Although the Kia XCeed is larger and more expensive, it feels more premium on the inside. The Stonic is by no means poor, it just lacks sparkle.

Although a 99PS 1.4-litre MPI petrol engine was available at launch, it has since been deleted from the Stonic range, being replaced by the 99PS 1.0-litre T-GDi unit, a turbocharged three-cylinder petrol engine that has a slightly more eager power delivery, and a 48-volt mild hybrid model that makes identical power, has identical performance, and is… marginally less economical, for some reason.

For a time the 1.0-litre T-GDi unit was also available with 120PS, and that's the sweet spot of the range if you’re shopping for a used version. It's enough to propel the Stonic to 62mph in a respectable 9.9 seconds, before hitting a top speed of 114mph. It’s also pretty frugal, offering up to 47.1mpg on a combined cycle. The economy and the 0-62mph time suffer if you opt for the seven-speed automatic transmission, though. The lower-power T-GDi gets from 0-62mph in 11.3 seconds with the manual gearbox and 12.4 seconds with the dual-clutch (DCT) automatic.

A 115PS 1.6-litre CRDi engine is offered, but we find it hard to recommend unless you spend a lot of time on the motorway. It’s a characterless engine that will pull the car from a standstill to 62mph in 10.5 seconds before reaching a top speed of 112mph. It also offers 56.5mpg in official tests.

In all cases, the engine sounds coarse and noisy when you’re accelerating hard, while the diesel is also too audible at idle and motorway speeds. Aside from the improved economy on a long run, we don’t see why you’d choose the 1.6-litre diesel over the peppy 1.0-litre petrol.

As for the transmissions, the six-speed manual gearbox is satisfying enough, but the smooth and relaxed dual-clutch automatic would be our choice. Unfortunately, it’s not available on the entry-level Stonic.

The suspension is tuned more for handling than for ride comfort. All versions come with 17-inch alloy wheels, which have a tendency to crash into potholes, sending vibrations into the cabin. The Stonic can also feel unsettled over rough and rutted surfaces.

There are some positives. There’s very little body roll when cornering, while the low driving position does make you feel like you’re in control. Despite the keen handling, though, the Kia Stonic never feels all that much fun to drive, especially if you opt for the diesel engine. You can see what Kia was trying to achieve, but the Stonic fails to deliver.

We spent some quality time with a Seat Arona, alongside the Kia Stonic. The difference between the two cars is like night and day, with the Arona managing to feel comfortable and relaxing on a long trip, but surprisingly agile and nimble when cornering.

Having said all that, the Stonic is easy to drive in the city, where the light steering and good forward visibility rise to the fore. The view out of the back is a little restricted, which is where the reversing camera of some of the higher-spec Stonics comes in handy.

We also like the way the Stonic offers a straightforward approach to driving. GT-Line models get driving modes but they don’t really affect the car’s fundamental feel, so what you see is broadly what you get. Kia doesn’t offer a four-wheel-drive version, because it says demand is too low.

The Kia Stonic lacks refinement, which is especially noticeable if you’ve experienced the bigger XCeed. There’s plenty of wind and road noise at motorway speeds, while the firm suspension gives the Stonic an unsettled and fidgety feel.

We’d avoid the 1.6-litre CRDi diesel, which delivers plenty of clatter when idling and a significant amount of noise under load and when cruising. There’s also a curious metallic sound when you lift off the accelerator, too.

Things are no better in the petrol versions of the Stonic. The 1.4-litre MPI four-cylinder engine offered earlier on felt dated even when new and has to be pushed hard to make real progress.

The modern 1.0-litre turbocharged engine is a better unit, but some people won’t like the thrum of the three-cylinder unit. We’d argue that it injects the Stonic with some much-needed character, but maybe we’re being too generous. Overall, the Stonic lacks the comfort, refinement and quality we’d expect from a mid-range small SUV. The Seat Arona is proof that a small SUV can be good at everything.

The Kia Stonic has been awarded two safety ratings by Euro NCAP. One is for high-spec versions with the full suite of driver assistance systems, the other is for lower-end versions without the safety kit (however, both ratings have now expired as the tests took place in 2017 and Euro NCAP says ratings only apply for a five year period due to ever-increasing safety standards).

With everything fitted, the Stonic got a maximum five-star rating, with scores of 93% for adult occupant protection, 84% for child occupant protection, 71% for pedestrian safety, and 59% for safety assist technology.

Without the safety pack, however, these scores drop to 85% for adult occupant protection, 84% for child occupant protection, 62% for pedestrian safety, and 25% for safety assist technology. Crucially, it earned just a three-star safety rating.

For a five-star car, you need to order the Stonic 3 or 4, or add forward collision-avoidance assist and lane keeping assist to the Stonic 2. The safety kit isn’t available on the Stonic Maxx.

Standard safety equipment includes twin front airbags, twin side airbags, twin curtain airbags, two ISOFIX points, electronic stability control, hill-start assist control, tyre pressure monitoring and emergency stop signalling. Blind-spot detection with rear cross-traffic alert is only available on the Stonic 4.

All versions come with rear parking sensors and an external temperature display, but the entry-level Stonic misses out on a reversing camera.

Predictably, the 1.6 CRDi diesel engine offers the best economy figure, with the potential to offer 56.5mpg. It’s no longer offered new however, and unless you spend most of your time on the motorway, we’d recommend the petrol engine.

The 1.0 T-GDi can deliver up to 51.4mpg with the entry-level 16-inch wheels and a manual gearbox, or 50.4mpg with the dual-clutch automatic. 17-inch wheels drop these numbers to 48.7mpg and 47.1mpg combined.

Kia’s seven-year or 100,000-mile warranty remains one of the Stonic’s strongest selling points.

That does a lot to shore up the ownership case, especially when you compare the Stonic with rivals that offer more average cover. It also helps the car make sense on the used market, because a large chunk of that protection can still remain on newer examples.

Kia also quotes a service interval of 12 months or 10,000 miles, whichever comes sooner.

The Kia Stonic is a cheap car to insure, with insurance groups ranging from 8 to 10 for brand new models, and up to 14 for some older versions. Cars with the dual-clutch automatic transmission are a little cheaper to insure than those with the manual gearbox.

Insurance groupings on the Seat Arona are slightly higher than those of the Stonic, with the small Spanish SUV slotting into groups 11 to 18.

Because the Stonic was released (just) after the tax rules changed in April 2017, you pay the same flat rate of £200 per year on all versions, following April 2026’s rate increases. No version costs more than £40,000 even when every available optional extra is fitted, so buyers won't be liable for the ‘luxury car’ surcharge.