Kia Stonic vs Suzuki S-Cross

What's the difference?

Once over the little thrill of driving a car we weren't supposed to get (okay, it wasn't that thrilling), a few things became clear. You can now buy a compact SUV with a good long warranty, a bit of Kia flair and a roomy cabin, at least for its size.

It drives really well even if the transmission was a bit reluctant to do what I wanted. It's easy to park and will live very happily in the city while carrying reasonable numbers of people and their things. It may not be as bang up to date as some of its competitors, and the GT-Line's value is borderline, but it delivers plenty in its small package to a rapacious SUV market.

Back in the day, you’d hear people say they’d never buy an all-new car, but instead get the last of the old model that would have had all the bugs ironed out.

If this sort of homespun logic makes sense, then maybe the latest S-Cross might just be the perfect SUV car for you.

Not only has it been in production for years, there is nothing fundamentally wrong with it. Indeed, for performance, packaging and ease, it does plenty that's right. Thoughtful design is timeless.

But there are newer alternatives that look way fresher (particularly inside) yet cost the same or less, and offer more, including updated driver-assist safety.

Still, you can do a lot worse than take an S-Cross for a test drive.

The Stonic clearly looks like it is related to the Rio, but also bears a strong resemblance to the Seltos. Underneath is the very familiar small hatch Rio but Kia says every panel is different. 

The panels might be, but have a look at the rear door and the way the glass meets the C-pillar and you can tell it's a Rio. 

Which is fine, of course, because I think the Stonic looks really good in GT-Line form, with the bigger wheels, some well-judged cladding and some nice sculpting on the body. 

If you plump for the two-tone paint job (which I think looks great), you will go without the sunroof. Also the sun-safe option, but I know some are fans of a hole in the roof.

The cabin is by-the-numbers Kia, which is to say it's well laid-out and looks good, but won't be troubling a beret-sporting art critic for superlatives. 

Unlike the exterior, it's straight out of the Rio, which does have its downsides, which we'll discuss further.

It took Suzuki not one, not two, but three goes before the stylists succeeded in making the S-Cross look good.

The original was like an early Nissan Dualis clone, but all droopy faced, so they grafted on an aggressively toothy face back in 2016 that only a gargoyle’s mother could love.

At least this latest version – said to have been designed in Italy, no less – no longer looks like Frankenstein’s monster.

Released during 2022, the blockier nose, squared-off profile and restyled posterior are meant to make the S-Cross seem larger than its more-successful (and prettier) Vitara sibling, which uses the same platform, by the way.

Not a bad makeover job as far as big facelifts go, then, especially considering the Suzuki’s windscreen, doors and roof remain as before.

For a car this size, it's reasonably roomy. I can sit behind my driving position in the rear seat and while violin playing is off the agenda, it's not claustrophobic.

Front seat passengers have plenty of storage to play with, including a split storage box underneath the console for phone and wallet-chucking. 

You also get two cupholders, even with the space-robbing conventional handbrake (I like a standard handbrake, though, so I didn't mind too much).

Each front door has a pocket for a decent-sized bottle, but not so rears. And your back seat passengers won't have an armrest or cupholders, either.

Boot space is an impressive 352 litres (VDA) with the seats up and 1155 litres with the seats down, although you don't get a flat floor with the seats folded and you do have a drop to the boot floor over the loading lip. Nothing terrifying, but the more you know...

It might be an old interior, but at least Suzuki got the fundamentals right in the first place, while also bothering to update the electronics for it to at least seem more contemporary.

Basics first. In typical SUV fashion, entry and egress are excellent, via tall and wide doors with corresponding apertures. There’s a pleasing sense of space for taller occupants, especially in terms of leg and head room.

Once sat in the driver’s seat, the mid-last-decade looking dashboard is instantly familiar and completely non-intimidating.

Concise and surprisingly elegant analogue dials (now with an auxiliary digital speedo, at last) sit ahead of the driver, along with a reach-and-height-adjustable steering column that allows for people of all shapes and sizes to find the right position. Deep windows provide extensive vision and let lots of light inside, too.

Finished in what looks like stitched leather and chainmail-inspired inserts, the front seats in this Plus grade are wide enough for comfort yet bolstered enough for some support through corners.

We rate them, though driver-lumbar and front-passenger height adjustments are disappointingly absent.

Years ago, reviews lambasted manufacturers for providing “too many buttons”, but after an endless succession of touchscreens housing most (if not all) audio, climate and vehicle control access, we miss the days of the button-fest.

If you do too, the S-Cross obliges with array of climate-control switches and driver-assist buttons located around the driver for fast and definite access.

On the other hand, while Suzuki’s new 9.0-inch touchscreen does a fine job housing other vital vehicular and multimedia functions, it drops the ball with no volume knob.

The alternative looks like a slide control but relies on clumsy pushing. Fail. Luckily the steering-spoke-sited toggles do the same job far better, at least for the driver.

Kudos, too, for the effective and intuitive multimedia system, that packs a lot in a small-ish space. The excellent surround/aerial-view camera rates a mention, as well as wireless Apple CarPlay that hardly ever drops out.

Nobody is going to mistake the extensive plastic trim and other finishes as premium, but it isn’t horrendous, doesn’t inflict occupants with the cheap off-gas stink often found in bargain-basement brands, and absolutely nothing rattled or squeaked in our time with the Suzuki. 

Storage is also impressive, from the large glove box and deep centre bin/armrest to bottle-gobbling pockets on all four doors. Cups are also well-catered for.

However, betraying the S-Cross’ age are the AWOL wireless charging, head-up display (at this price… ), USB-C outlets and configurable instrumentation.

Moving on to the rear seat reveals a family-friendly environment as far as space is concerned, with adequate comfort provided by the (slightly) reclinable backrest and (fixed) cushion. The windows lower all the way down and the folding centre armrest has a cupholder, too.

But while you’ll find a single map pocket and overhead grab handles, there are no USB ports (at all), nor overhead reading lights or rear-facing air vents.

Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity is a useful 430 litres.

The load area is flat and wide and a space saver spare wheel is located underneath the boot floor.

The backrest has a 60/40 split and the floor can be positioned in different locations. Volume jumps to 1230L with the backrests dropped.

If you rate space, practicality and ease above modernity, then, the S-Cross still holds up remarkably well. Just keep in mind that its interior will appear dated compared newer and flashier competition.

As we’ve established, the base S-Cross Turbo front-wheel drive (dubbed 2WD in SUV-speak) starts from $39,990 (all prices are drive-away), while the Plus version tested here costs $42,490 drive-away.

But, just a couple of years back, the pre-facelift S-Cross version kicked off from about $10K less. And, before that, much the same car could be had for mid-$20K.

Suzuki doesn’t make it easy for itself, does it.

At least the S-Cross comes with a decent rollcall of kit, including dual-zone climate control, a 7.0-inch touchscreen, DAB+ digital radio, satellite navigation, wired Apple CarPlay/Android Auto, front fog lights, keyless entry/start, heated front seats, electrically folding and heated exterior mirrors, rear privacy glass and 17-inch alloy wheels.

'Autonomous Emergency Braking' (AEB), lane keep assist, a blind-spot monitor, rear cross-traffic alert, front and rear parking sensors, automatic LED headlights with high beam assist, adaptive cruise control and a reverse camera headline the standard safety items. More on those in the Safety section below.

For a $2500 premium, the S-Cross Turbo Plus ushers in a larger (9.0-inch) touchscreen, wireless Apple CarPlay/Android Auto, a 360-degree surround-view camera, leather trim and polished alloys.

This lines up with the all-wheel drive (AWD) Prestige AllGrip equivalent, though it misses out on the latter’s panoramic sunroof.

Price and equipment-wise, the Plus matches rival mid-grade 2WDs like the Toyota Corolla Cross GXL, Nissan Qashqai ST+, Mazda CX-30 G20 Touring, Kia Seltos Sport+ and Mitsubishi Eclipse Cross Aspire.

Just keep in mind, all are substantially newer generationally than the S-Cross, even though it did go under the scalpel a couple of years back.

The GT-Line is the only one of the three in the range to score Kia's rorty 1.0-litre, three-cylinder turbo, good for 74kW and 172Nm to haul its 1200kg weight. 

A seven-speed dual-clutch transmission drives the front wheels and you'll hit 100km/h in about 10 seconds.

Here’s where the S-Cross definitely does not show its age, because Suzuki sure knows how to engineer a great engine. And automatic transmission, too. Take note, rivals.

Of course, we’re talking about the long-lived 'BoosterJet' powertrain, as found in the terrific Swift Sport hot hatch.

In this case, the 1.4-litre twin-cam, direct-injection, turbo-petrol four-cylinder engine delivers 103kW at 5500rpm and 220Nm of torque between 1500-4000rpm. Tipping the scales at 1260kg, this results in a power-to-weight ratio of 82kW per tonne.

Not huge numbers, granted, but this little firecracker certainly punches above its weight in the seamless way performance is served up, helped out by the intelligent spread of ratios from the standard six-speed torque-converter automatic transmission, with paddle shifters included. Sadly, no manual gearbox is available.

Kia's government-mandated fuel economy testing yielded an official combined-cycle figure of 5.4L/100km. 

As I have found over the years with this engine, that's a fairly optimistic number, my week with the Stonic delivering 8.4L/100km in an almost even mix of highway and suburban running.

The Stonic has that rarest of things in a Korean car - stop-start, which helps rein in fuel usage around town. Happily, you'll be filling the 45 litre tank with standard unleaded.

Suzuki reckons the S-Cross will average 5.9L/100km on the combined cycle, though keep in mind that it requires expensive 95 RON premium unleaded petrol.

As far as carbon dioxide emissions are concerned, that translates to between 138 and 145 grams/km.

We managed about 7.7L/100km – and this included some very spirited performance testing with the air-con always on, against the trip computer’s more-accurate-than-expected 7.4L.

With a 47-litre fuel tank, expect a range of about 790km between refills.

I must admit to being slightly puzzled by the Stonic. I've already driven the Rio GT-Line and there is one thing that is the same between the two cars and that's the seven-speed dual clutch's awkward behaviour in traffic. 

The car I had was not at all keen to respond to the movement of my right foot on the accelerator, with my wife and I developing an in-joke about having to make a verbal suggestion about which gear to choose. 

It also rolled back more than I'd like on slopes when starting from a standstill.

The other things I didn't like were the front seats. Straight out of the Rio, they are wide but not very supportive on longer trips, such as the one we took up into the Blue Mountains (a roughly 250km round trip from our home in Sydney). 

Complaints about the seats are certainly mine, but I checked in with colleague Richard Berry, who didn't have the same hesitant transmission struggle, so it could just have been a drama with the car I drove. 

The rest of the Stonic experience is really good. The 1.0-litre turbo is definitely the one to go for if you can stretch to it. The numbers don't seem big, but it's got decent punch in the gears and cheerfully climbed the Blue Mountains quietly and without hunting up and down the gears. 

Around the city it also means it's easy to thread through the traffic, with good response from low revs when the transmission is playing well.

The steering is really nice, too, with just the right weight and speed to make city-wrangling easy. The extra ride height and softer suspension also make for a very comfortable ride around town without taking away from the body control. In fact, it's quite a bit of fun.

So, if you’ve read this far down, you might have been pleasantly surprised by the S-Cross' spacious and practical interior, ease of operation and decent equipment levels.

Yet the main event lives under the bonnet.

Let’s start with the performance. Throttle response is instant and lag-free, allowing for strong acceleration right from the get go. No jerkiness, no delays, no hiccups.

On the move, the S-Cross' power delivery continues to impress, feeling smooth and slick across the rev range. The finely-tuned torque-converter auto – rather than a CVT continuously variable transmission or dual-clutch – must surely play a role in this Suzuki's effortlessly consistent performance.

Where the turbo engine really shines, though, is at higher speeds, with ample power and torque still left in reserve for when you need to overtake or pull away in a hurry.

Delightfully muscular yet super creamy to boot, the BoosterJet remains one of the best internal combustion engine choices available in any small or medium-sized SUV, regardless of price and positioning.

If only Suzuki put a little more love into the S-Cross’ dynamics.

As with the AWD model, the S-Cross 2WD features electric rack and pinion steering, while its suspension consists of a MacPherson strut-style design up front and a torsion beam rear-end arrangement.

While easy and precise, with a tight-ish turning circle for easy urban manoeuvrability, the steering feels too light after all that delicious oomph on offer, especially at higher speed.

This is doubly disappointing, because the chassis is quite firmly set-up, meaning the S-Cross offers sharp yet controlled handling that allows it to be hustled quickly and confidently through fast corners.

We suspect the high-quality Michelin 215/55R17 tyres help. And, speaking of rubber, road noise is fairly subdued out on the open road.

Criticisms? Unlike in the AWD version, the 2WD seems a little skittish at speed on gravel. It’s a good thing the well-modulated driver-assist systems are at the ready. Unlike in so many other SUVs, including in MGs and Havals, their intervention isn’t too zealous or ill-judged.

Also, the Suzuki’s ride around town can be a bit stiff, but never harsh, over smaller-frequency bumps and surface irregularities.

Still, our overall impression is that the eager S-Cross feels far newer to drive than its birth date suggests. That turbo powertrain must take the credit for much of that.

While the pre-facelift S-Cross from 2013 to 2022 managed a maximum five-star crash-test score, no ANCAP rating information is available for the current JYB series.

There is a decent amount of safety gear as standard, though, including autonomous emergency braking (AEB), lane departure warning, blind-spot monitoring, rear cross-traffic alert, 'Weaving Alert' (a driver-drowsiness warning prompt), front/rear parking sensors, adaptive cruise control (with full-stop functionality) and auto high beams.

Note that while the adaptive cruise control brings you to a halt, there’s no traffic-follow function as found in newer systems, betraying the S-Cross’ advancing years.

Plus, Suzuki does not supply information about the AEB and other driver-assist tech’s operating parameters.

Also fitted in every S-Cross are seven airbags (dual front, dual front side, curtain and driver’s knee), electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.

The rear seats contain a trio of child-seat tether anchorages, as well as an outboard pair of ISOFIX attachments.

Kia offers a seven-year/unlimited kilometre warranty, which is only shaded by Mitsubishi's caveat-filled, 10-year/200,000km warranty. 

The Stonic demands a return to the dealer ever 12 months or 10,000km, which is kind of irritating as the non-turbo models are 12 months/15,000km. 

As ever, Kia offers a capped-price servicing regime but the numbers aren't yet available on the website (yet).

Lucky for you, we've got them. Prices bounce around a bit and are as low as $283 and as high as $704 with the first seven years/seven services costing $3299, averaging out at $471 per visit. 

Over the five years, it's $260 more than the 1.4-litre but you're servicing more often if you drive more than 10,000km per year.

Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.

Service intervals are every 12 months or 10,000km, while basic capped-price servicing is available, with pricing ranging from a low of $329 per service up to a high of $539 for the first five years/50,000km. The average of $397 isn't particularly cheap.