# data.attributes.metatag[].attributes.content
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.metatag[].attributes.content
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.metatag[].attributes.content
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.metatag[].attributes.content
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.metatag[].attributes.content.description
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.metatag[].attributes.content[]
"description":"Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing"

# data.attributes.field_cars_driving.value
The Stonic is agile enough, keen into corners and feels true to its hatchback roots. Kia’s fitted it with quick steering that gives the car a darty feel, and this works well in town. Not that you can feel what’s going on, that light steering wheel is very heavily assisted and doesn’t communicate much. There’s no real pleasure to be had from pushing the Stonic, but it gets on with the job in a businesslike fashion.

It exploits its SUV stance well up front – the squat front end is useful for parking, you can see where the front bumper ends – but the rear succumbs style over substance because you can’t see much out of the back. Oh hello there, standard rear parking sensors and rear camera.

Is it comfortable?

The ride is a touch firm for our liking – you can feel where Kia has had to tighten things up to keep body roll in check. The entry-level ‘Pure’ spec car gets 16in alloys, but the 17in wheels of GT-Line and above have a negative effect on the ride. We also found that the suspension is flummoxed over speed bumps, heaving over them and bouncing you off the other side. Brace! Brace! As with many SUVs and crossovers, it’s your classic style versus comfort trade-off.

Does the Stonic get the balance right? Arguably not. The Ford Puma, Nissan Juke and Peugeot 2008 all ride and steer with relative aplomb.

Pure petrol or mild hybrid?

There’s barely anything to call between the 98bhp and 118bhp versions of the Stonic’s 1.0-litre engine. The lesser powered engine will see off 0-62mph in 11 seconds (manual) or 12.1 seconds (auto) on to a top speed of 111mph; the bigger powertrain manages 10.7s and 10.8s respectively on to 113mph. Small margins.

The reason the more powerful engine isn’t quicker is thanks to Kia’s efforts to minimise fuel consumption. It comes with a 48V mild-hybrid setup that in manual guise means a ‘by wire’ gearchange. You still work away at the clutch, but it’s an electronic rather than a mechanical linkage, and means the engine can shut down earlier when the car is coasting to save fuel. You likely won’t notice it – the clutch pedal still feels very natural – and the whole system is very smooth.

Ultimately, it all means the Stonic should be fairly easy on your wallet when it comes to running costs – well, as easy as forecourt prices will allow. All models are officially rated around 50mpg, which should mean a reasonable return as long as you’re not wearing your heavy shoes.

We saw mid-40s in mixed town/motorway running in the mild hybrid. For a car this size that's merely fine – a Toyota Yaris would look upon those numbers with abject pity.

# data.attributes.field_cars_driving.processed
The Stonic is agile enough, keen into corners and feels true to its hatchback roots. Kia’s fitted it with quick steering that gives the car a darty feel, and this works well in town. Not that you can feel what’s going on, that light steering wheel is very heavily assisted and doesn’t communicate much. There’s no real pleasure to be had from pushing the Stonic, but it gets on with the job in a businesslike fashion.

It exploits its SUV stance well up front – the squat front end is useful for parking, you can see where the front bumper ends – but the rear succumbs style over substance because you can’t see much out of the back. Oh hello there, standard rear parking sensors and rear camera.

Is it comfortable?

The ride is a touch firm for our liking – you can feel where Kia has had to tighten things up to keep body roll in check. The entry-level ‘Pure’ spec car gets 16in alloys, but the 17in wheels of GT-Line and above have a negative effect on the ride. We also found that the suspension is flummoxed over speed bumps, heaving over them and bouncing you off the other side. Brace! Brace! As with many SUVs and crossovers, it’s your classic style versus comfort trade-off.

Does the Stonic get the balance right? Arguably not. The Ford Puma, Nissan Juke and Peugeot 2008 all ride and steer with relative aplomb.

Pure petrol or mild hybrid?

There’s barely anything to call between the 98bhp and 118bhp versions of the Stonic’s 1.0-litre engine. The lesser powered engine will see off 0-62mph in 11 seconds (manual) or 12.1 seconds (auto) on to a top speed of 111mph; the bigger powertrain manages 10.7s and 10.8s respectively on to 113mph. Small margins.

The reason the more powerful engine isn’t quicker is thanks to Kia’s efforts to minimise fuel consumption. It comes with a 48V mild-hybrid setup that in manual guise means a ‘by wire’ gearchange. You still work away at the clutch, but it’s an electronic rather than a mechanical linkage, and means the engine can shut down earlier when the car is coasting to save fuel. You likely won’t notice it – the clutch pedal still feels very natural – and the whole system is very smooth.

Ultimately, it all means the Stonic should be fairly easy on your wallet when it comes to running costs – well, as easy as forecourt prices will allow. All models are officially rated around 50mpg, which should mean a reasonable return as long as you’re not wearing your heavy shoes.

We saw mid-40s in mixed town/motorway running in the mild hybrid. For a car this size that's merely fine – a Toyota Yaris would look upon those numbers with abject pity.

# data.attributes.field_cars_editor_title
Kia Stonic review: a likeable (but entirely unremarkable) small SUV

# data.attributes.field_cars_inside.value
Inside is where the biggest leap has been made over the last version of the Stonic. New steering wheel, new technology, new materials all amount to a more upmarket feel. The plastics are still horrid in places, but that makes them more durable, we suppose.

Front and centre is the panoramic dual display layout. In base- and mid-spec layouts you get a 4.2in dial display and 12.3in central touchscreen, whereas in top-spec versions you get twin 12.3in displays. Below that the old physical climate controls are gone, replaced with a fancy touch panel that enables you to toggle between climate control and the infotainment menu.

The eagle-eyed will also have spotted the new squircle steering wheel (two or three spoke depending on trim), similar to that in the Sportage and Kia's range of electric models, with plenty of physical buttons and rolling switches.

Is the tech actually any good though?

As ever with low-end Kias the interface isn’t the most exciting to look at, but it is at least logically laid out and responsive. Does in-car infotainment need to be exciting? We’d choose functionality over aesthetics every time. Both would be nice, though...

From the home screen you simply need to swipe right (no that's not a dating app reference) to bring up the menu, where you can quickly access navigation, media, climate controls and so on.

Better yet though, below the screen you get a separate touch panel which you can toggle between infotainment and climate control menus. It’s an innovative solution – the knob, for example, can be used to adjust the volume or temperature depending on which menu you’re looking at.

As mentioned the steering wheel also gets plenty of physical switchgear, including shortcut buttons which can be customised, e.g. to take you to the driver assist settings. One long press of the volume scroll turns off the speed warning.

How spacious is it?

Being in an *ahem* SUV doesn’t necessarily make it the more practical option, these cars trick you with their stylish ways into forgetting you’re in a supermini-sized crossover, not a giant 4x4. So while it’s perfectly fine if you’re just travelling two up front, anyone in the back will probably demand more room.

You get 352 litres of bootspace with seats up and 1,155 litres with 'em folded. That’s nothing special, and beaten by most rivals. Likewise, the perceived spaciousness of the cabin doesn’t necessarily translate into actual room, but there are plenty of useful cubbies dotted about to stash your belongings.

# data.attributes.field_cars_inside.processed
Inside is where the biggest leap has been made over the last version of the Stonic. New steering wheel, new technology, new materials all amount to a more upmarket feel. The plastics are still horrid in places, but that makes them more durable, we suppose.

Front and centre is the panoramic dual display layout. In base- and mid-spec layouts you get a 4.2in dial display and 12.3in central touchscreen, whereas in top-spec versions you get twin 12.3in displays. Below that the old physical climate controls are gone, replaced with a fancy touch panel that enables you to toggle between climate control and the infotainment menu.

The eagle-eyed will also have spotted the new squircle steering wheel (two or three spoke depending on trim), similar to that in the Sportage and Kia's range of electric models, with plenty of physical buttons and rolling switches.

Is the tech actually any good though?

As ever with low-end Kias the interface isn’t the most exciting to look at, but it is at least logically laid out and responsive. Does in-car infotainment need to be exciting? We’d choose functionality over aesthetics every time. Both would be nice, though...

From the home screen you simply need to swipe right (no that's not a dating app reference) to bring up the menu, where you can quickly access navigation, media, climate controls and so on.

Better yet though, below the screen you get a separate touch panel which you can toggle between infotainment and climate control menus. It’s an innovative solution – the knob, for example, can be used to adjust the volume or temperature depending on which menu you’re looking at.

As mentioned the steering wheel also gets plenty of physical switchgear, including shortcut buttons which can be customised, e.g. to take you to the driver assist settings. One long press of the volume scroll turns off the speed warning.

How spacious is it?

Being in an *ahem* SUV doesn’t necessarily make it the more practical option, these cars trick you with their stylish ways into forgetting you’re in a supermini-sized crossover, not a giant 4x4. So while it’s perfectly fine if you’re just travelling two up front, anyone in the back will probably demand more room.

You get 352 litres of bootspace with seats up and 1,155 litres with 'em folded. That’s nothing special, and beaten by most rivals. Likewise, the perceived spaciousness of the cabin doesn’t necessarily translate into actual room, but there are plenty of useful cubbies dotted about to stash your belongings.

# data.attributes.field_cars_owning.value
Entry-level ‘Pure’ Stonics start off at a reasonable £21,845 for the straight up 1.0-litre turbocharged three-cylinder. It’s an extra grand if you want the automatic gearbox.

The mid-range ‘GT-Line’ Stonic introduces the mild hybrid powertrain. It starts from £24,645, or again it’s £1k on top with the seven-speed DCT.

The top-spec Stonic GT-Line S with the full bells and whistles starts from £28,345. It’s only available with the mild hybrid and auto ‘box.

If you’re looking at monthly leasing costs, the entry Stonic will cost around £300 a month, while the GT-Line S would set you back about £400 a month.

What’s the difference between kit?

Pure models get 16in alloys, body-coloured bumpers and mirrors, a 4.2in LCD driver display, 12.3in touchscreen with Apple CarPlay and Android Auto, black cloth seats, manual aircon, rear parking sensors and camera, and cruise control. It’s also only available with the 1.0-litre turbo 3cyl – no mild hybrid option here.

GT-Line adds 17in alloys, bespoke bumpers that give a slightly more rugged look, LED headlights, gloss black folding door mirrors with LED indicators, tinted rear windows, black cloth and artificial leather upholstery, auto aircon and… alloy pedals. You also only get the mild hybrid powertrain here.

GT-Line S welcomes a sunroof, the 12.3in full driver’s display (it matches the infotainment display and looks the part), heated steering wheel and front seats, wireless phone charger, ambient lighting, front and rear parking sensors, start/stop button and smart entry, a digital key and the full suite of driver assist gizmos.

I’m far too indecisive to choose. Help me?

Honestly, the base Pure model is your best bet – you’ll appreciate the ride on the smaller wheels, you get all the essential kit as standard, and the mild hybrid powertrain doesn’t justify the extra outlay.

Given Kia’s reputation for reliability and its seven-year warranty, owning a Stonic should be painless. It also offers servicing packages which cover certain renewables over a period for a fixed cost – certainly worth looking into.

# data.attributes.field_cars_owning.processed
Entry-level ‘Pure’ Stonics start off at a reasonable £21,845 for the straight up 1.0-litre turbocharged three-cylinder. It’s an extra grand if you want the automatic gearbox.

The mid-range ‘GT-Line’ Stonic introduces the mild hybrid powertrain. It starts from £24,645, or again it’s £1k on top with the seven-speed DCT.

The top-spec Stonic GT-Line S with the full bells and whistles starts from £28,345. It’s only available with the mild hybrid and auto ‘box.

If you’re looking at monthly leasing costs, the entry Stonic will cost around £300 a month, while the GT-Line S would set you back about £400 a month.

What’s the difference between kit?

Pure models get 16in alloys, body-coloured bumpers and mirrors, a 4.2in LCD driver display, 12.3in touchscreen with Apple CarPlay and Android Auto, black cloth seats, manual aircon, rear parking sensors and camera, and cruise control. It’s also only available with the 1.0-litre turbo 3cyl – no mild hybrid option here.

GT-Line adds 17in alloys, bespoke bumpers that give a slightly more rugged look, LED headlights, gloss black folding door mirrors with LED indicators, tinted rear windows, black cloth and artificial leather upholstery, auto aircon and… alloy pedals. You also only get the mild hybrid powertrain here.

GT-Line S welcomes a sunroof, the 12.3in full driver’s display (it matches the infotainment display and looks the part), heated steering wheel and front seats, wireless phone charger, ambient lighting, front and rear parking sensors, start/stop button and smart entry, a digital key and the full suite of driver assist gizmos.

I’m far too indecisive to choose. Help me?

Honestly, the base Pure model is your best bet – you’ll appreciate the ride on the smaller wheels, you get all the essential kit as standard, and the mild hybrid powertrain doesn’t justify the extra outlay.

Given Kia’s reputation for reliability and its seven-year warranty, owning a Stonic should be painless. It also offers servicing packages which cover certain renewables over a period for a fixed cost – certainly worth looking into.

# data.attributes.field_cars_stand_first
Kia has given the Stonic another facelift rather than replace it or give it the chop altogether...

# data.attributes.field_cars_verdict.value
The Stonic has always been a likeable car, with its second facelift adding a touch of sparkle to its design and introducing a more upmarket interior. Does it do enough to stand out in a packed segment? Probably not – it can’t just be us that forgot this thing even existed. But then again its rarity might stand in its favour...

And its most recent glow up undoubtedly lifts its appeal. It’s the best looking version yet without a doubt, while the cabin also reaps rewards even if the cost-cutting is still evident in places. It otherwise drives as well as it needs to (steer clear of the bigger alloys if you can), and it’s priced well too.

An inoffensive companion that gets more right than it gets wrong. Just don't expect it to knock your socks off.

# data.attributes.field_cars_verdict.processed
The Stonic has always been a likeable car, with its second facelift adding a touch of sparkle to its design and introducing a more upmarket interior. Does it do enough to stand out in a packed segment? Probably not – it can’t just be us that forgot this thing even existed. But then again its rarity might stand in its favour...

And its most recent glow up undoubtedly lifts its appeal. It’s the best looking version yet without a doubt, while the cabin also reaps rewards even if the cost-cutting is still evident in places. It otherwise drives as well as it needs to (steer clear of the bigger alloys if you can), and it’s priced well too.

An inoffensive companion that gets more right than it gets wrong. Just don't expect it to knock your socks off.

# data.attributes.field_cars_verdict_against
Firm ride on bigger alloys, cabin quality lacking in places, small boot

# data.attributes.field_cars_verdict_text
An inoffensive companion that gets more right than it gets wrong

# data.attributes.field_cars_what_is_it.value
Kia’s smallest SUV. And sounds like something you’d drink on a long train journey. But the Korean manufacturer says the name is a cheesy mashup of speedy and tonic – we’re not really sure what it’s all supposed to mean, but then Volkswagen managed to splice tiger and iguana for the Tiguan and no one’s too bothered about that.

Anyway, the Stonic is something of a mashup too, a crossover that mixes elements of hatchback and SUV in a compact footprint. It’s a tough area of the market to compete in, simply because there’s so much to choose from. It first arrived in 2017, and is now on its second mid-life facelift, with the latest makeover introducing a bold new look that brings it in line with Kia’s other models.

It certainly... stands out.

The Stonic’s hip design is a largely successful effort. You’d certainly be hard pressed to know it was originally essentially a Rio on stilts, sharing its platform and engines with the supermini, and not only because the Rio no longer exists. If you want a small Kia city car now… it’s a Picanto or nowt. Such is Joe Public’s preference for crossovers and SUVs now. Of which Kia has loads.

And the Stonic needs to stand out, because it’s theoretically up against the likes of the Ford Puma, Renault Captur, Nissan Juke, Peugeot 2008, Seat Arona, Skoda Kamiq, VW T-Roc… the list goes on and on. None of those get a seven-year warranty like the Kia though...

What are my engine options?

Still just the one turbocharged 1.0-litre 3cyl engine, in 98bhp or 113bhp tunes. The latter adds a 48V mild hybrid boost, with some trick tech to cut fuel consumption. Gearbox choice in either power output comes down to a six-speed manual or a seven-speed dual-clutch auto.

While that might not sound a lot of power, it’s plenty for mundane tasks – school run, supermarket shop etc – which it’ll manage without too much fuss. Its supermini roots shine through beyond that though – and beware the slightly firm ride on the bigger alloys.

Is the interior similarly basic?

This is where Kia's made the most effort actually, with a new steering wheel, updated dashboard design and wholesale technology changes. It feels a lot more premium in here than it used to.

All models now get a panoramic dual display layout, with top-spec trims getting matching 12.3in digital dials and touchscreen displays. Underneath that you’ll find Kia’s ‘Multimode Touch Display’, essentially a dedicated panel that allows you to toggle between infotainment menus and climate settings. Neat.

Kia has designed it all to be intuitive and easy to operate, while remaining competent and pragmatic. Not exactly words to set your trousers on fire, but at a certain age fitness for purpose is its own source of invigoration.

That said, it doesn’t offer acres of space in the back and the material quality feels cheap in places. Dang and blast.

How much is one of these, then?

Prices start at just shy of £22k. It’s also lower on the price scale compared to those rivals mentioned earlier, though steady as you go through the trims – you’re looking at a starting figure of just over £28k for top-spec versions. Which is a lot for something this dinky.

# data.attributes.field_cars_what_is_it.processed
Kia’s smallest SUV. And sounds like something you’d drink on a long train journey. But the Korean manufacturer says the name is a cheesy mashup of speedy and tonic – we’re not really sure what it’s all supposed to mean, but then Volkswagen managed to splice tiger and iguana for the Tiguan and no one’s too bothered about that.

Anyway, the Stonic is something of a mashup too, a crossover that mixes elements of hatchback and SUV in a compact footprint. It’s a tough area of the market to compete in, simply because there’s so much to choose from. It first arrived in 2017, and is now on its second mid-life facelift, with the latest makeover introducing a bold new look that brings it in line with Kia’s other models.

It certainly... stands out.

The Stonic’s hip design is a largely successful effort. You’d certainly be hard pressed to know it was originally essentially a Rio on stilts, sharing its platform and engines with the supermini, and not only because the Rio no longer exists. If you want a small Kia city car now… it’s a Picanto or nowt. Such is Joe Public’s preference for crossovers and SUVs now. Of which Kia has loads.

And the Stonic needs to stand out, because it’s theoretically up against the likes of the Ford Puma, Renault Captur, Nissan Juke, Peugeot 2008, Seat Arona, Skoda Kamiq, VW T-Roc… the list goes on and on. None of those get a seven-year warranty like the Kia though...

What are my engine options?

Still just the one turbocharged 1.0-litre 3cyl engine, in 98bhp or 113bhp tunes. The latter adds a 48V mild hybrid boost, with some trick tech to cut fuel consumption. Gearbox choice in either power output comes down to a six-speed manual or a seven-speed dual-clutch auto.

While that might not sound a lot of power, it’s plenty for mundane tasks – school run, supermarket shop etc – which it’ll manage without too much fuss. Its supermini roots shine through beyond that though – and beware the slightly firm ride on the bigger alloys.

Is the interior similarly basic?

This is where Kia's made the most effort actually, with a new steering wheel, updated dashboard design and wholesale technology changes. It feels a lot more premium in here than it used to.

All models now get a panoramic dual display layout, with top-spec trims getting matching 12.3in digital dials and touchscreen displays. Underneath that you’ll find Kia’s ‘Multimode Touch Display’, essentially a dedicated panel that allows you to toggle between infotainment menus and climate settings. Neat.

Kia has designed it all to be intuitive and easy to operate, while remaining competent and pragmatic. Not exactly words to set your trousers on fire, but at a certain age fitness for purpose is its own source of invigoration.

That said, it doesn’t offer acres of space in the back and the material quality feels cheap in places. Dang and blast.

How much is one of these, then?

Prices start at just shy of £22k. It’s also lower on the price scale compared to those rivals mentioned earlier, though steady as you go through the trims – you’re looking at a starting figure of just over £28k for top-spec versions. Which is a lot for something this dinky.

# data.attributes.field_cars_what_we_say
Latest facelift adds a touch of sparkle to a car that otherwise feels very normcore. Not necessarily a bad thing

# data.attributes.field_cars_wildcard_text
Cheap, cheerful and as feelgood as practical cars get. Some actual off-road ability, too