Toyota Corolla Cross vs Kia Sportage

What's the difference?

The Corolla Cross is the SUV that was so obvious it’s a wonder Toyota didn’t do it sooner. Sure, it might not look much like a Corolla but this SUV has the same appeal of being a small, safe good-value for money car but with even more practicality than the hatch and sedan that shares its name. 

The Corolla Cross is also great to drive - better than most of its rivals such as the Mitsubishi ASX, Nissan Qashqai, Honda HR-V or Haval Jolion.

The sweet spot of the range would have to be the GXL Hybrid with 2WD, it's the best value and the most fuel efficient in the line-up.

The Sportage still feels like a super solid offering in its segment, plus the addition of more hybrid options is only going to help.

It does feel a little under-specced in the lower grades, though, considering the everything-and-the-kitchen-sink approach taken by its Chinese rivals.

I feel like I should almost whisper this bit, given it's a dirty word at the moment, but that diesel engine, it's a real peach, and if I wasn't afraid of being run out of Sydney's inner west with pitchforks, that's probably the one I'd be choosing.

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

The Corolla Cross looks nothing like a Corolla hatchback or sedan from the outside. Although, if I look at the rear of the Corolla Cross and squint I can convince myself it has a similar taillight design to the Corolla sedan.

Personally I’m a bit disappointed in the exterior design of Corolla Cross. The styling already appears dated even though this is a new SUV which was only unveiled to the world for the first time in 2021.

That’s not to say the Corolla Cross is not good looking, it is. I like its tough face and boxy wheel arches - in many ways it’s like a mini RAV4. The problem for me is that like the RAV4 it feels as though the Corolla Cross has already been with us for years and years.

Inside, there are far more similarities to the regular Corolla. The Corolla Cross’ dashboard, steering wheel and centre console are almost identical to those in the sedan and hatch.

This isn’t the plushest cabin you’ll find among the rivals. Even the top-of-the-line Atmos which costs 50 grand doesn’t look very premium or special inside, but like all Toyotas the materials feel high quality and superbly put together.

The real similarities between the Corolla Cross and the Corolla are the mechanical underpinnings with both the SUV and the car versions sharing the same platform.

The Corolla Cross is a small SUV at 4460mm long and that means it nicely in the Toyota family tree above the C-HR which is 4395mm end-to-end and below the RAV4 which is 4615mm bumper-to-bumper.

All new Sportage models feature a redesigned front and rear end, but they actually have a slightly different look. There's one look for the cheaper models and then one for the top-spec cars, the SX+ and GT-Line.

The changes aren't overwhelming, though. There are fog lights in the more expensive models, but also just more use of black edging, as opposed to the silver edging that frames the bottom of the grille and rear end in the cheaper cars.

Either way, I still really like the way the Sportage has come together. The front end looks bold and powerful, mostly because of the vertically stacked headlights and and the DRLs that really frame the front end, but they've also done a good job of making a fairly big and spacious SUV feel small and not too imposing.

Now, inside the top-spec cars it’s very modern Kia, with a big twin-screen setup, and the dual-function bar beneath them that handles things like climate control, but also mapping and media and those kinds of functions. The cheaper models also get the same look, but swap the second 12.3-inch screen for a smaller driver display.

It means you don't have to dig through the screen for everything, which is always a nice touch. And I also like some of the materials used in the GT-Line, too, like the synthetic wood grain that’s actually nice to touch.

But there are a couple of key downsides. Not quite so much in the top-spec cars, but in the cheaper versions. I hate those constant reminders that you didn't spring for a more expensive model, and there are plenty of those in the lower-spec cars.

In the more expensive models, there are buttons alongside the gearshift, but in the cheaper cars, those buttons are still there, just blacked out and inactive. And even the cutout for the head-up display still exists in the cheaper cars, but of course, there's no head-up display.

All of that combined with some hard and scratchy plastics front and back makes you really want to dig deep for a more expensive Sportage.

The Corolla Cross is a more practical version of the Corolla sedan and hatchback. 

The Corolla Cross’s boot is a lot larger than the hatch’s and while the cargo capacity is smaller than the sedan’s, the wide, tall tailgate opening will mean you’ll be able to fit in bulkier objects.

Boot size depends on which Corolla Cross you choose. The GX and GXL non-hybrid versions have the biggest boots at 436 litres (VDA), while the Atmos non-hybrid is 425 litres.

As for the hybrids, the GX and GXL front-wheel drives also have 425 litre boots, while the GXL and Atmos all-wheel drives have 390-litre and 380-litre luggage capacity respectively.

The reasons for the big difference in capacities between non-hybrid and hybrid Corolla Cross variants are the hybrid batteries which are located under the rear seat and eat into the boot area, while those with all-wheel drive have a second motor at the rear which takes up space.

Room inside is good for a small SUV. Headroom in the second row is excellent, while legroom was just passable for me to sit behind my driving position. I am 191cm tall though, so that’s almost a worst case scenario.

It's fair to say an SUV of this width won't fit three child seats across the back seat, but there are three top tether points across so you can choose which two positions to use. There's also two of the sturdier ISOFIX points in the outboard positions for appropriate baby seats.

Cabin storage could be better, with cupholders in the second-row door armrests, but no actual door pockets and only the Atmos comes with a fold-down centre armrest with two cup holders. There are the usual two cupholders in the front centre console as well, but it's surprising there's no dedicated bottle holders in the doors like most new cars these days.

Up front there are door pockets, a hideyhole under the dash for a phone and a small centre console storage area under the centre armrest.

I do like that the seats are large and accommodating even for me, and the positions of the controls and switches are spot on. 

The Sportage measures 4685mm long, 1865mm wide and between 1665mm and 1680mm tall, depending on the trim.

Slip into the backseat of the Sportage and you’ll find legroom is ample, at least for my 175cm frame, and headroom is ok, without being great - though our test car had the sunroof fitted which could be eating into the space.

Elsewhere in the back though, even the top spec GT-Line just doesn't feel that plush. And by that, I mean some of the materials are a bit hard and scratchy, you don’t get your own temperature controls for the air vents, and it generally just lacks a premium air.

Now, to the all-important point in this segment, and that is boot space. The official VDA numbers are 543-1829 litres for the petrol and diesel cars, and 586-1872L for the hybrid, but the real-world reality is a boot that is deep and wide and really has enough space to carry plenty of groceries.

But there is an important caveat. Under the flat floor there is a temporary spare wheel in the hybrids, where in some of the ICE cars, you get a full-size spare wheel.

There are a lot of different numbers involved in the Sportage story. In fact, there are no less than 13 trim and powertrain combinations, and so 13 different prices you can pay. Easier, I think, if I just pop the graphic up on screen and you can jump to the one you want.

While there are four engines and five powertrain configurations to choose from, not all of them are available across all four trim levels. The SX+, for example, offers no electrified options, while the SX will give you hybrids, but no turbo-petrol choice.

The range opens with the S, which gets 17-inch alloys, LED DRLs, power-folding mirrors and roof rails, while inside there are cloth seats, power windows, a smart key with push-button start, and single-zone air-con with rear-seat vents. Tech at this level is handled by a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto, but no wireless charging, which pairs with a six-speaker stereo. The driver then gets a 4.2-inch screen to deliver driving info.

The SX then adds 18-inch alloy wheels, dual-zone climate, standard navigation and rain-sensing wipers.

The SX+ is feeling like a sweet spot, adding 19-inch alloys, LED fog lights, artificial leather seats that are heated up front, wireless device charging, a heated steering wheel and a better Harman Kardon Premium stereo.

Finally, the flagship GT-Line gets the lot, with 19-inch black alloys, or 18-inch wheels in the hybrid, welcome lights, projection headlights, a twin-screen cabin which adds a second 12.3-inch screen for the driver, a powered driver’s seat and a head-up display.

All models also get Kia Connect, which gives you remote access to the vehicle for things like pre-setting the climate, as well as Over the Air updates.

I’ve got to say, though, the flagship Sportage offers largely what the cheapest version of most Chinese SUVs offer, showing just how much price pressure the newcomers are putting on the old guard.

How would you like your Corolla Cross to be powered? By petrol-alone or with a combination of petrol and electricity as per the hybrid variants?

The non-hybrid Corolla Cross has a 2.0-litre four-cylinder engine which makes 126kW and 202Nm. Remember, too, it only comes in front-wheel drive.

The hybrid variant combines a 112kW/190Nm 2.0-litre four-cylinder engine with an 83kW206Nm electric motor. And if you choose the AWD then there’s a second motor at the rear axle making 30kW.

Both the non-hybrid Corolla Cross and the hybrid have a CVT automatic transmission. Nope, no manual gearboxes here.  

The braked towing capacity for the range is 750kg. Interestingly, without trailer brakes, most of the range is rated even lower, with the non-hybrid GX and GXL rated at 725kg, the non-hybrid Atmos at 735kg, and the hybrid GX at 745kg. The hybrid GXL and Atmos get the full 750kg, regardless of trailer braking.

The big news about this mid-life update for the Sportage is the expansion of Kia’s hybrid powertrain, which is now available with AWD, and the inclusion of an eight-speed automatic for the 1.6-litre turbo-petrol variants.

Elsewhere, the 2.0-litre petrol option produces 115kW and 192Nm, pairs with a six-speed automatic, and drives the front wheels. The other pure petrol option is a 1.6-litre turbocharged petrol unit that produces 132kW and 265Nm, paired with an eight-speed auto and powering all four wheels.

Then comes the diesel, which is a 2.0-litre unit making 137kW and 416Nm. It pairs with an eight-speed automatic and powers all four wheels.

Finally, there’s a hybrid option, now with two- or all-wheel drive. It pairs a 1.6-litre turbo-petrol engine and a six-speed automatic with an electric motor and a 1.49kWh lithium-ion battery to produce a total 173kW and 367Nm.

If you want to save fuel the hybrid is absolutely the way to go with the front-wheel drive using 4.3L/100km and the all-wheel drive consuming 4.4L/100km according to official combined figures.

I drove the GXL all-wheel drive hybrid from Sydney’s CBD to the city’s northern beaches during horrendous peak hour traffic and the trip computer reported an average of 5.3L/100km being used. That’s not bad at all.

The Corolla Cross Hybrid doesn’t require plugging in to an external power source to charge the batteries. Instead the batteries are charged through regenerative braking. That is, you step on the brake pedal and the deceleration energy is converted into electricity and sent into the battery.   

The petrol variant doesn't quite have double the thirst of the hybrid at 6.0L/100km, which is still fairly efficient. 

All pure ICE Sportage grades are fitted with 54-litre fuel tanks, while the hybrids get 52-litre tanks. But the hybrids more than make up for it when it comes to fuel efficiency, with the FWD sipping a claimed 4.9 litres per hundred kilometres on the combined cycle, while the AWD drinks 5.3 litres.

The diesel is the next most-efficient, using a claimed 6.3L/100km combined, while the turbo-petrol needs 7.5 litres, and the 2.0-litre petrol requires 8.1 litres.

Our calculations suggest that, taking the fuel claims at face value, a 2.0-litre petrol Sportage should carry you 666kms on a full tank, while a turbo-petrol will take you 720kms. The diesel should deliver 857kms, while the FWD hybrid (1061kms) and AWD hybrid (981kms) will take you the furthest.

Toyota has a reputation for reliability and value, but one admirable attribute which should be added to this is also driveability. Nearly every new Toyota SUV I’ve driven in the past three years including the Kluger, C-HR and RAV4 has been an impressive all-rounder on the road.

The Corolla Cross feels a lot like the C-HR and RAV4 to drive in that it handles well, but has a comfortable ride with a secure planted feel on the road.

I drove both the all-wheel drive and front-wheel drive hybrid versions and the petrol variant at the launch and found that while both felt much the same there were two stand-out differences.

The first being the acceleration difference. The hybrid is far quicker off the mark than the petrol version. According to Toyota's claims, the actual 0-100km/h time for the hybrid is 7.5 seconds while the petrol variant can do it 9.0 seconds.

The other way these two Corolla Crosses differ is the smoothness of the hybrid powertrain and the way it moves silently at lower speeds in traffic in EV mode.

Both petrol and hybrid Corollas are easy to drive with steering that’s accurate and light. 

Are there any bad points to the driving? The small back window means rear visibility is restricted although the reversing camera is good. The wing mirrors also appear to be overly large and also obstruct vision slightly, too. 

Other not-so-good points are the relatively noisy petrol engine in all Corolla Cross variants, and the CVT transmission in both also causes the engine to drone.

I want to start this with just a small caveat. It hasn't been the most comprehensive drive of this car so far. And remember, there are a lot of variants.

Petrol, diesel, hybrid, two-wheel drive, all-wheel drive – we haven't driven all of them, and so I feel uncomfortable giving you my rock-solid verdict across the whole range. I can, however, give you my first impressions.

The first of those is that whoever in the vast Hyundai group came up with adding a long-hold function to the stereo mute button deserves a medal. By far the most annoying of the modern safety systems is the overspeed warning, which inevitably reads some signs incorrectly, others not at all, and has no idea when school zones actually start.

Thankfully, Kia, like Hyundai, now has the shortcut to mute it. You just long-hold down mute button and voila, the bing-bongs vanish.

Now elsewhere, as is pretty typical of modern Kias, the ride in this car feels properly well sorted. We've taken it through the city, onto the freeway, along a little twisting road section, and on some typically coarse and broken country B-roads, and the Sportage handled them all really well.

And even when you're getting a little frisky with the driving, there's little in the way of body roll, with the Sportage feeling planted and solid.

I wasn't totally blown away with the refinement in the cabin. On the wrong road surface, you definitely get a bit of road noise in the cabin – mind you, that is pretty hard to avoid on the coarse chip stuff – but you can also hear the engines revving away and working hard when you put your foot down.

That said, the way the gearboxes channel that power is smooth and easy, and when you put your foot down in each of the powertrains we tested, there's certainly enough urge to get you up and moving.

And that is especially true in the diesel, which I do think is a bit of a peach of a powertrain – super torquey and super easy to get the Sportage up and moving. It might find itself on the endangered species list, that engine, so get it while you can.

Now, one small downside. While the ride hasn't changed, at least for any of the ICE-powered cars, the steering has changed for all of them, and at speed, it's really lovely. It's quite direct, confidence-inspiring, and nicely weighted.

But at low speeds it can feel a little bit darty, like it takes a really big bite when you put a little input in, and it takes a little bit of getting used to.

All Sportage models start with seven airbags, and even the cheapest S gets a pretty full suite of safety stuff, including a new SOS button should you have an accident, auto emergency braking (AEB) with junction sensing, blind-spot monitoring, lane keep and lane follow assist, a rear-view camera and the often-infuriating speed limit monitoring.

From the SX+ and up you also get Kia’s Highway Driving Assist, which pairs active cruise with a lane entering function, and the GT-Line also gets remote park assist, which allows you to remotely drive into or out of tight spots, along with a blind-spot view monitor and a rear-view monitor.

The Sportage wears a five-star ANCAP rating, which it earned back in 2022.

The Corolla Cross is covered by Toyota’s five-year/unlimited km warranty, which is currently average across the industry. The battery is also covered by that five-year/unlimited km warranty. 

Extended coverage of up to seven years/unlimited kilometres is available if the owner services the vehicle according to the warranty and service book.

The hybrid battery coverage can also be extended to 10 years with an annual health check inspection.

Services are a convenient 12months/15,000km and pricing is capped for five years at $230. That’s outstanding.

All Kia models also get the brand’s seven-year, unlimited-kilometre warranty, seven years of capped-price servicing and, should you service with Kia, eight years of roadside assistance.

Turbo-petrol and hybrid models require servicing every 12 months or 10,000kms, where the rest are 15,000km intervals. The Kia website has the full costings for each powertrain choice, but for reference, seven years of hybrid ownership will cost you a not-insubstantial $4510.