Kia Seltos vs Volkswagen T-ROC

What's the difference?

Sure, it can feel expensive compared to some of its Chinese rivals, but there is a lot to like about this all-new Kia Seltos. It is a small SUV that really doesn't feel that small. Plus, it is a hoot to drive on the right twisting road, and that is not something you can say about all vehicles in this category.

Is that enough to win back shoppers who are buying only with their wallets? Only time will tell.

Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

Kia has been on something of a tear with its designs lately, and I reckon the Seltos continues that form. While our roads are filled to bursting with amorphous, anonymous blobs, the Seltos taps into the brand’s broader EV design language to deliver a small SUV with detail, shape and sharpness in its look.

Is it too busy in places? Probably. But it’s also not boring, which is a step in the right direction. 

The top-spec GT-Line looks the best of the bunch, with its unique front-end treatment and 3D-effect grille. But honestly they all look pretty sharp, helped by the decision to integrate the lights into the front grille, giving a sense of width and presence to what is still a small SUV. At the back, that impression of width continues, with a thin LED line that frames the boot.

I’m not as sold on the cabin experience, though. The decision to fit the same twin-screen multimedia display to all models was the right one – otherwise it would look miles off the pace compared to the everything-and-the-kitchen-sink Chinese brands – but it still doesn’t feel overly special in places, and especially in the cheaper grades.

I do love the two-tone interior treatment, and I praise the button Gods that Kia continues to include physical buttons in its cabins, rather than have everything controlled through the screen.

The T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

This new Kia Seltos has grown in every meaningful dimension, with length now 4430mm (was 4385mm) and width now 1830mm (was 1800mm), although height is now 1600mm (was 1630mm). And that means more room for people and stuff, with Kia’s small SUV pushing closer towards mid-size SUV territory.

The brand reports increases in head, leg and shoulder room as a result, and it’s true that the backseat definitely feels spacious for an SUV in this category. I'm 175 centimetres and I had plenty of room to stretch out.

There are also twin cup holders in the pull-down seat divider, and USB-C connection points in the rear of the front seats. The back seat also reclines slightly so you can get a bit more comfy.

Boot space has also improved, now 483 litres VDA with the rear seats in place, and growing to 1441L with them folded. The boot also has an adjustable floor so you can store taller items if you need to.

Most models in the Seltos line-up get a space-saver spare wheel, but not the GT-Line, which is stuck with a repair kit.

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

The specific Style test vehicle being reviewed here is priced at $38,890, before on-road costs. But it's worth noting a new example of the Style will cost you $39,790 at the time of writing, as its price has since ours was 'delivered'.

While the Style features some older VW fitout, it comes with a decent list of features.

A set of 18-inch wheels, self-levelling headlights (with cornering function), some cute LED DRLs plus chrome highlights with black contrast trim are the best way to spot a Style from the outside.

Inside, there’s an 8.0-inch touchscreen for multimedia paired to the driver’s 'Digital Cockpit Pro' display.

The multimedia screen is last-gen VW gear, but that’s not a bad thing.

There’s also dual-zone climate control with an allergen filter, ambient lighting, a six-speaker sound system, wireless phone charger and wireless Android Auto and Apple CarPlay.

There are a few options on our test car that nudge the price up quite quickly, like the metallic paint, leather upholstery, sunroof, plus the keyless entry or ‘Easy open and close package’.

All this brings the total price as-tested to $45,640, before on-roads.

The good news is you don’t need to tick all, or any, of those options for this to still be a compelling option. 

The Seltos' hybrid powertrain pairs a 1.6-litre petrol engine and six-speed dual-clutch transmission with one (S, Sport, Sport+ GT-Line FWD) or two (GT-Line AWD) electric motors.

Most model grades are front-wheel drive with a front-mounted electric motor, making a total of 112KW and 265Nm. Only the GT-Line all-wheel drive adds a rear electric motor, upping the grunt to 126kW, but keeping the torque the same at 265Nm. 

Kia doesn’t quote a zero-to-100km/h time, but it’s not fast. 

In an interesting touch behind the wheel, though, the flappy paddles that would normally control the gearbox actually control the level of regenerative braking on offer, just like you might find in an EV. However, if you activate Sport mode, they go back to changing the gears.

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

The new Seltos drinks the cheapest 91 Ron or even E10 fuel, which is good news when prices at the pump are through the roof.

In terms of efficiency, the brand reckons between 5.1 and 5.4 litres per 100 kilometres in most of the models on the WLTP cycle. The all-wheel-drive GT-Line ups that to 5.8L.

We were averaging between 6.5 and 6.9 litres in the AWD trim, but we were also definitely not trying to drive efficiently.

There’s a 38-litre fuel tank, which – using the brand’s best claim – should deliver a total driving range of around 750km. 

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

I feel a bit like a broken record here, but there is a stark difference between something that feels tuned and tested for our tastes and conditions, and something that doesn't, and few are doing it better than Kia and Hyundai at the moment, despite the two sister brands taking very different approaches.

For Kia, it means testing on the ground in Australia in the pursuit of a balance between comfort and composure, with a sprinkling of driving fun thrown in for good measure.

And so it is in the new Seltos, which, on paper, has absolutely no right to be as fun as it is on the right twisting road. It has the power outputs of an electric leaf blower, its run to 100km/h feels more like a walk, and its 'Sport' mode drive setting changes very little. 

And yet, get the Seltos flowing through the right twisting section, and it is a genuine good time. The ride and steering feel natural and connected, and the body control encourages you to carry more and more speed through corners, too.

The trade-off is a slightly firmer ride over some of our bumpier streets, and really sharp road imperfections can send the occasional crash through the cabin. But for the most part, the Seltos glides along comfortably and smoothly.

Ok, so it's less fun on overtaking manoeuvres, where flat-footed acceleration starts perky before fading as you climb further up the speedo. But such is life.

It is also clever feeling in the way it delivers its power, too. Most Seltos owners will be in and around the city, and the little Kia does its best acceleration work between zero and 40km/h, where the electric motor boost removes any lag, giving you near-instant, EV-like shove off the line.

There are a couple of downsides to the driving experience, though.

The first is road noise. On certain surfaces, particularly coarse-chip bitumen, there's a fair bit of tyre roar that makes its way into the cabin. It's not a deal-breaker, but it's certainly noticeable.

The second is the powertrain itself. While the electric assistance makes it feel responsive around town, it's still a relatively small petrol engine with modest outputs, and you do notice that when asking for urgent acceleration. Thankfully, the Seltos benefits from a conventional dual-clutch automatic rather than a continuously variable transmission (CVT), which would drone endlessly if fitted here.

The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

In 2017, ANCAP gave the T-Roc five stars for safety. For most people, that says enough, plus the list of features the SUV comes with is fairly comprehensive even in the Style.

While its rating is getting on in years, the only real downside to the T-Roc’s age when it comes to safety is it only having six airbags - front and side for the front passengers, plus curtain airbags for front and rear passengers.

But the list of tech isn’t lacking, with driver fatigue detection, pedestrian monitoring, parking bay and parallel parking assistance, pedestrian monitoring, side assist, rear cross-traffic alert and lane assist.

Kia’s seven-year/unlimited kilometre warranty is on board here, as is capped-price servicing. The brand says intervals have been increased to 12 months and 15,000km for the new Seltos, but there are a couple of whopping services in the program, like a $900 hit at 60,000km, or an $850 whack at 90,000km. All up, five years of ownership should cost you around $2600, while the full seven is more like $3800.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.