We like
Willing chassis, fun handling, decent ride comfort, mature European-tuned nature, successful styling updates inside and out, seven-year warranty, turbo-triple’s uprated power and pleasant noise

Room for improvement
Very lethargic dual-clutch automatic (especially at take-off), mediocre fuel economy, removal of spare wheel, all trims now above $30K driveaway despite expired safety rating, unsupportive seats

Overview

 

AS essentially a full-line importer, Kia Australia has at its disposal models targeted at various parts of the world. These include home-grown options like the Tasman, affordably Chinese-built cars like the EV5, and some more unusual metal that is directed more towards European tastes.

 

The group of ‘Euro Kias’ evokes the cult-favourite Picanto hatch but it also includes the Stonic light SUV (a portmanteau of ‘speedy’ and ‘tonic’) that sells in similar numbers to Picanto. Both record a not insignificant 6000-7000 Australian deliveries annually at contemporary run rates.

 

The light SUV class is shrinking in Australia as buyer tastes generally migrate towards larger vehicles, an effect compounded by the extreme value for money propositions offered by Chinese manufacturers in the small SUV segment—while China has left the light SUV market untouched.

 

Even so, the Stonic is only a moderate player in its part of the Australian SUV landscape. The venerable Mazda CX-3 is the leader of the segment, more than doubling the Kia’s annual sales result, while the hybrid-only Toyota Yaris Cross also nets its maker more than 10,000 annual sales.

 

Kia executives accept that the Stonic is a relatively niche proposition these days, both in terms of its diminutive size (it’s noticeably smaller than the next-size-up Seltos), but also its mechanical offer, based around an unusual-for-Kia 1.0-litre turbo petrol three-cylinder with 88kW/172Nm.

 

There is a strong sense at Kia Australia HQ that the light SUV segment will survive for a while longer because there are city-based buyers who simply don’t want a bigger vehicle.

 

But while the Stonic washes its face, contributing around eight per cent to the brand’s total Australian sales, its global success has not been good enough to secure development of a new combustion-fuelled generation despite Kia developing small EV1 and EV2 battery electric (BEV) models.

 

Instead, the eight-year-old first generation Stonic continues for 2026 with a substantial second facelift. Codenamed ‘PE2’, the update encompasses extensive front and rear styling alterations (extending length +25mm to 4165mm) and a fully reshaped dashboard, freshening the Kia’s looks.

 

All Stonic trims gain equipment with the update including car connectivity for the mid-tier Sport and top GT-Line variants with over-the-air update and smartphone-driven tools like remote air conditioning activation, powered by a new 48-volt mild hybrid (MHEV) system and battery.

 

Prices are up, however, by around nine per cent. National driveaway pricing subsidises on-road costs but the base ‘S’ variant is now $30,890 d/a (+$2100) with Kia officially vacating the sub-$30,000 SUV landscape.

 

For 2026, S spec’ gains larger 16-inch alloy wheels, keyless entry with push-button start and a centre armrest plus a retracting parcel shelf.

 

Cloth seating, a six-way manual driver’s seat, 8.0-inch touchscreen with wireless Apple CarPlay/Android Auto, halogen headlights with LED daytime running lights, roof rails, manual air conditioning, AEB, lane keep assist, front/rear parking sensors and a reversing camera carry over.

 

Mid-tier Sport (+$3100, now $34,490 d/a) makes gains in the form of a 12.3-inch touchscreen (reverting to wired smartphone mirroring due to an architecture difference), mixed cloth/vinyl upholstery, LED fog lights, adaptive cruise control, uprated AEB and a new design of 17-inch wheel.

 

The Sport also features front solar and rear privacy glass, DAB+ digital radio, climate control, satellite navigation, an artificial leather steering wheel and shifter, auto wipers, an extra rear USB-C port, illuminated vanity mirrors and the aforementioned Kia Connect tech.

 

The biggest price increase was reserved for the GT-Line (+$3400 to $37,990 d/a), which benefits from sportier blacked-out styling cues, a second 12.3-inch screen for the driver, heated steering wheel, interior ambient lighting and a wireless device charger with fan.

 

GT-Line buyers also score heated front seats, an opening sunroof with sunshade, two-tone sports steering wheel, alloy pedals, LED headlights and tail-lights and an electrochromic interior mirror.

 

Premium paints attract a $550 penalty, while the inclusion of the 12kW MHEV system’s 0.4kWh battery has taken space underneath the 352L boot previously allocated to a space saver spare wheel/tyre, now deleted in favour of a tyre repair kit.

 

Kia claims the Stonic’s move to MHEV reduces fuel consumption by seven per cent (from 5.4 to 5.0L/100km) with commensurately lower CO2 emissions being an NVES-friendly 116g/km. The Stonic does not require premium petrol and will accept 91 RON.

 

Scheduled maintenance intervals are 12 months/10,000km with a relatively pricey five year/50,000 servicing total of $2179. A seven-year, unlimited kilometre warranty continues to impress.

 

Driving impressions 

 

Lightness, compact dimensions, a deftly-tuned chassis—and moderately more premium pricing and specification for 2026—means the Stonic occupies a niche in Kia’s portfolio as a model that prioritises agility and driver engagement over outright space or perceived value.

 

Despite its relative age, the Stonic’s PE2 facelift reinforces a character that remains more European in flavour than key rivals (and other Kias), with the Stonic’s existing responsive steering and resolved chassis now complemented by considerably more contemporary styling.

 

The Stonic’s unique feel is derived from its use of the Hyundai Motor Company’s ‘GB’ European light car platform. Dating back to the 2014 Hyundai i30, the Kia Stonic became the final model to use ‘GB’ after the closely related Rio hatch was discontinued in 2023.

 

Mechanically, the Stonic is cheap-and-cheerful but well-tuned. Suspension is MacPherson strut-type at the front with a coupled torsion beam at rear, though disc brakes are fitted all-round—unfortunately with reduced crispness due to just-average blending of MHEV regen’ braking.

 

The Stonic’s 1.0-litre turbo ‘three is a happy, warbling unit, producing a sufficient 88kW of power at a high 6000rpm, and 172Nm of torque across a broader 1500-4000rpm plateau. And that’s exactly how it is: gently muscular in the mid-range but willing to chase peak power at high RPMs.

 

You’d never call the Stonic outright-fast (we suspect it’s still over 10 seconds 0-100km/h) but it is a car that rewards being driven relatively hard: possibly why our tested fuel economy of 7.1L/100km was a disappointing 42 per cent beyond Kia’s claim…

 

The fact is, you do have to drive the littlest Kia SUV firmly to overcome the dramatic lag associated with the standard-fit seven-speed dual-clutch automatic transmission (DCT), which is outrageously laggardly off-the-line and simply slow on the uptake the rest of the time.

 

You can drive around this issue, and with time, you learn how the Stonic likes to be pedalled (a process that conjures memories of coaxing early Volkswagen DSG gearboxes into action…in the late 2000s). It’s worth it because this Kia’s driving dynamics glint with charm.

 

On the road, the Stonic’s chassis tuning remains one of its strengths. Steering response is progressive rather than immediate off-centre, but once loaded up, the rack delivers good feel, consistent feedback and predictable weighting.

 

The Kia feels light on its feet, turning into corners keenly and maintaining surprisingly deft composure through direction changes. The rear axle contributes meaningfully to overall balance, making the Stonic feel agile and cohesive rather than one-dimensional and nose heavy.

 

Ride comfort is best on the S grade’s 16-inch wheels—dynamically, it is the sweet spot of the range—though the 17-inch setup on wider but lower-profile rubber on the Sport and GT-Line remains acceptable given the Stonic’s compact size.

 

Refinement levels are broadly in line with expectations for a light SUV. Road and tyre noise are present but manageable on smooth surfaces, though coarse-chip bitumen exposes the limits of the insulation. Outward visibility is decent complimented by all-round sensors.

 

Despite the PE2 facelift officially lengthening the Stonic, it’s all in the front overhang and the 2580mm wheelbase remains unchanged. As a result, interior packaging carries over, with designers having favoured front seat occupants and boot space at the expense of row-two accommodations.

 

The update adds a reworked dashboard that lifts perceived expense, especially in higher grades with a 12-inch screen. Physical controls remain for key functions, though GT-Line regresses with a fussy dual-action climate/infotainment shortcut panel that Kia has moved away from in newer models.

 

Seat comfort remains something of a weak point, with very limited lateral support and flat, firm base cushioning becoming tiresome on longer drives. The GT-Line does not get upgraded seat shaping despite its sportier-looking intent.

 

Rear space is functional but not generous. Leg-, head- and toe-room are better suited to children rather than adults though occasional transport is possible, and fitment of two rear USB-C ports on the higher trims is a nice inclusion—though there are no air vents in the back.

 

Safety-wise, the Stonic’s ANCAP rating expired at the start of 2025 and Kia Australia has no plans to submit the SUV for re-testing and rating renewal. This was previously a five-star car based on 2017 testing…of the related Kia Rio hatch, rather than the Stonic itself.

 

Still, safety equipment levels swelled again with the PE2 update. Standard features include six airbags, AEB with pedestrian and cyclist detection, lane-keep and -follow assistance, and blind-spot and driver attention monitoring while Sport and up gain junction-turning AEB functionality.

 

So, where does the upgraded Stonic sit on the continuum of light SUVs? Well, the (even older) Mazda CX-3 is similarly entertaining—but it’s also quite coarse. The Toyota Yaris Cross is more economical but also more generic. As a surprisingly rewarding mid-point, the Kia is quite a charmer.