Best Small SUV 2021: Driving performance

Our experienced senior road testers have put each of the 12 small SUVs in our mega-test through the hoops and distilled their impressions to find which offers the best overall driving experience, including engine performance, ride and handling compromise, and refinement.

None of these small SUVs are what you’d describe as thirsty, but there are differences.

The lightest on fuel is the Ford Puma with a 5.3L/100km average, and the thirstiest the MG ZST with a 7.1L/100km average.

Those are the official figures, anyway, but they do vary out in the real world, according to driving styles and conditions.

And in overall driving terms, across engine and dynamic performance, ride quality, refinement, and so on, the Volkswagen T-Roc delivers the best combination across all parameters. 

As Alexandra Lawrence said: “The 110TSI feels plenty powerful for a machine this size and its eight-speed auto is enjoyable to use.

“On the road, it’s a comfortable drive, erring more on the sporty side when it comes to steering and suspension tuning and manages bumps and potholes without feeling unsettled,” she said.

A close second is another from the VW stable – the Volkswagen T-Cross – highlighting the proficient nature of the German brand’s newest SUVs, which despite taking a long time to finally reach Australian showrooms have immediately impressed us.

As Nadine Armstrong discovered, this is a Volkswagen engineered for driver involvement.

“The Volkswagen T-Cross 85TSI Style is full of promise behind the wheel, welcoming enthusiastic drivers who enjoy a sure-footed drive and a bit of weight behind their steering efforts. The small-capacity turbo engine and seven-speed dual-clutch transmission are a great match,” she said.

However, some buyers might find the ride a little firmer than they expected, while the 85kW/200Nm 1.0-litre turbo triple in the T-Cross isn’t as gutsy as the 110kW/250Nm 1.4 turbo four in the entry-level T-Roc.

“Admittedly it’s no powerhouse, and equally it will not appeal to anyone looking for a more docile, light-at-hand city-car vibe,” said Armstrong.

The Skoda Kamiq, which is yet another small SUV from the Volkswagen Group and offers a 110kW/250Nm 1.5 turbo in top-spec guise, has the right mix of performance, handling and ride quality to sit up at the pointy end of the class.

Said Lawrence: “The turbocharged four-cylinder never runs out of puff, while the DSG seamlessly shifts gears without a hitch. The Monte Carlo feels composed on the road and delivers sharp handling. It’s happy being thrown around corners, without any argument or even much body roll.

“The ride is on the firm side, and over harsh bumps and potholes it’s a little more jarring than the softer set-up of the Kamiq 85TSI,” she said.

The Mazda CX-30 is next best when it comes to on-road performance, with a good ride and handling balance but less-than-stellar powertrain performance, as Bruce Newton pointed out.

“The CX-30 is a classic Mazda drive. Light, accurate steering and above average handling balance make it just as suitable for nipping down to the shops as tackling a winding country road,” he said.

“[But] The 114kW/200Nm 2.0-litre engine definitely gets challenged. Hills have its auto shifting down chasing the torque peak that comes in at a high 4000rpm. High at least compared to the downsized turbo-petrol engines offered by some rivals that kick in from the teens.”

The Mazda CX-3 is next in the scoring table for this segment, with an ability to handle all kinds of road surfaces but an engine that’s on the noisy side, according to Feann Torr.

“While the CX-3 absolutely tromps it home around town and in the suburbs – its compact size, sharp steering and clear sight lines all contribute – it’s the way it handles bumpy country roads, hills and corners that is the icing on the cake,” Torr said.

“For such a little tacker it feels planted and confident in a wide range of situations, but the CX-3’s petrol engine can get noisy.”

The Hyundai Kona is more dynamic than some of its key rivals on smoother roads, and has enough power when needed, if not quite the torque.

Said Torr: “The suspension tune unique to Australian models gives the Kona a bit of dynamic resolve. It sits flat through corners and on well-maintained roads feels surprisingly tenacious.

“The 2.0-litre non-turbo petrol engine comes in front-wheel drive only and produces enough mumbo to keep things interesting: 110kW, although the 180Nm of torque is a bit average for an engine of this size. It also gets pretty noisy and thrashy above 4000rpm, but the six-speed auto is a charmer,” he said.

The Kia Stonic’s ride is on the sharp side, particularly at slow speeds, while its highway performance is not quite as good as it should be.

Ken Gratton summed it up thus: “The Stonic is not as supple as many will expect from a light SUV. At open-road speeds, at least – and even on lumpy country bitumen – the Stonic’s ride does smooth out.

“There’s a level of dynamic control that goes with that firmer chassis tune. The Stonic really dives into corners, especially on a trailing throttle, and the rapid steering response and feedback are complemented by the handling and roadholding, leaving the driver feeling secure and safe when cornering.

“While the engine is not that powerful at higher speeds, it does feel lively enough at lower speeds and produces impressive torque for lazier motoring around town,” he said.

The Nissan QASHQAI is next in the pecking order, with capable handling but an engine that could offer better response out on the highway.

“The 2.0-litre naturally-aspirated engine isn’t all that startling on paper or out in the real world,” said Torr. “But it is adequate enough to motivate the SUV’s 1392kg mass relatively easily.

“Nail the throttle from standstill and the QASHQAI accelerates briskly around town. But propulsion at higher speeds, such as overtaking on a country road, isn’t quite as zippy and requires a little more planning.

“For a model that is approaching the end of its lifecycle, the QASHQAI delivers good driving dynamics that instils a bit of confidence in the driver by sitting flat and feeling secure through the bends.”

The Toyota C-HR is next in line, ticking many of the boxes with a willing powertrain, well-rounded dynamics and a comfortable ride, while just not proving to be outstanding in any sense of the word.

As Sam Charlwood put it: “The C-HR is responsive and composed in the corners while striking a neat comfort-performance balance over rough bumps. The car’s steering is accurate, if a little inert, and the body is well hinged through corners, with a moderate but controllable amount of roll.

“[But] The C-HR’s low-down grunt isn’t much to write home about. Bury the accelerator and, like many modern CVTs, this one reverts to a slow, drawling slur, as it lethargically picks up the pace. The engine noise isn’t what you’d call inspiring, though it never breaks into the thrashy chorus that many rivalling units do.”

The Toyota Yaris Cross is effectively a taller version of the new Yaris – and that’s reflected in the way it drives.

Tim Britten expanded on this: “The Yaris Cross doesn’t lack for power. But, where other three-potters have a charming, thrummy character, Toyota’s tiddler is unashamedly rowdy.

“The Urban’s large wheels and tyres give it a meaty footprint, which not only provides more grip but nicely weights-up the steering to lend more substance to the way it feels on the road,” he said.

The Ford Puma has a responsive engine and transmission, and is the best-handling small SUV among our 12 contenders, but there’s a penalty to pay and this comes in the form of a sharp ride and reduced on-road refinement.

Charlwood: “The engine offers torque and response that belies its small displacement; the triple marches confidently up to highway speeds and retains its refinement across the dial. Similarly, the dual-clutch automatic offers up sharp, well-timed changes.

“The Puma is highly proficient through the corners, with an immediacy to its steering and controls that quickly elevates it to one of the most dynamic performers in the class,” he said.

“Yet the Puma lacks the primary compliance of others in the class. It is jittery over pitter-patter bumps, thuds over harsher imperfections and feels small nuances of a coarse-chip surface through the steering wheel and seat.”

The MG ZST covers off the dynamic duties of a small SUV reasonably well and offers a plush ride, but is lacking in overall refinement.

Paul Gover described it like this: “The turbo triple, with signature syncopated engine note, makes a respectable 115kW of power and 230Nm of torque … there is a solid surge away from a standing start and plenty of overtaking shove.

“It gets along nicely enough, but is more bland than you might expect as the performance model in a range,” he said.

“The MG ZST is quiet at highway speeds, but when the road gets rough or twisty its weaknesses are exposed. The ride gets bouncy, yet there’s still significant impact harshness over potholes, and the steering is numb – even with a choice of three electric-assist settings.

“Yet non-enthusiast drivers will be more than happy with a car that is calm and quiet, and can keep up with the traffic.”