Kia Seltos VS Mercedes-Benz GLA-Class
Kia Seltos
Likes
Dislikes
Mercedes-Benz GLA-Class
Likes
- Lovely design inside and out
- Terrifically planted and safe
- Evocative, flexible performance
Dislikes
- Full suite of safety costs extra
- Some quality lapses inside
- Ride still unsettled even on optional adaptive dampers
Summary
Kia Seltos
One thing Australia seemingly has no shortage of at the moment is small SUVs.
Well, this isn't entirely true. If you wanted to get your hands on a Toyota Corolla Cross, for example, there is a shortage.
But amongst some of the other most recently released models, which you might be able to actually drive away in, which one will suit your lifestyle the best?
To find out we've grabbed three of the most recently released or updated small SUVs (but not the Corolla Cross, which is attracting a 12 month waiting queue) to help you narrow your shopping list down.
We've assembled the recently facelifted Kia Seltos, the new-generation Nissan Qashqai and the Subaru Crosstrek, which is essentially a deep update of the XV before it, to put them through their daily paces and find out if we can determine a clear winner, or at least what kind of buyers these small SUVs would best suit.
| Safety rating | |
|---|---|
| Engine Type | 1.3L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 6.1L/100km |
| Seating | 5 seats |
Mercedes-Benz GLA-Class
ONE of the great motoring successes of the past decade has been the Mercedes-Benz GLA, catapulting the brand to unparalleled prominence in the premium small SUV field and kicking off the posh little coupe-hatch crossover craze.
Cynics might say that it is essentially a jumped-up A-Class hatchback, much like the Subaru XV is basically an Impreza in stilettos. But while the small German crossover is built on the same MFA2 platform as its smaller transverse-engined Benz brethren, no body panels are shared, granting it a distinct look and personality. Unlike the little Suby…
The H247-series GLA launched in Australia in 2020 is second-generation, featuring a longer wheelbase and appreciably more space, but a shorter overall length than the popular original from 2013. It's also substantially taller.
Here we take a long, hard look at the bestselling GLA 250 4Matic.
| Safety rating | — |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 7.5L/100km |
| Seating | 5 seats |
Verdict
Kia Seltos/10
This has been a tough test. On paper, these cars are closely matched, and while we'll call out an overall winner, it's not quite that simple.
The truth is, each car will ultimately suit a different buyer. An adventurous couple or a single person? The Subaru Crosstrek R is almost a no-brainer, with its all-wheel drive and superior ground clearance, as well as a very worthy slew of upgrades over its XV predecessor, especially if you don't need extra space.
If you're a value-conscious family buyer, however, it's hard to walk past the Kia Seltos Sport+. This car impresses with its huge cabin and storage space, bargain price and stellar ownership terms, but is let down by its so-so equipment list and plasticky cabin.
The car which I feel brings the best attributes to this test, though, is the Nissan Qasqhai ST-L. It lands in a nice middle ground between the two others, with a contemporary design, the most modern drive experience of our choices here, and a plush cabin.
While it's also the most expensive car on this test to buy and own, it's clear where your money is going with this one, and so, by a narrow margin, it's our winner.
Overall scores:Â
Subaru Crosstrek R: 7.1
Nissan Qashqai ST-L: 7.9
Kia Seltos Sport+: 7.6
Mercedes-Benz GLA-Class7/10
With Mercedes-Benz’s vast number of SUVs, there is room for an urban luxury crossover niche, and the GLA delivers in spades.
Indeed, in 250 4Matic guise, it is that rare thing – a high-riding hatch with dynamics to shame most dedicated pocket-rockets. It really is a hoot if you find the right road, regardless of weather conditions. The Benz has towering talent.
However, even without desirable options like adaptive dampers and a full suite of driver-assist safety technology, the GLA is expensive, does not quite carry off the price tag from an interior quality point of view, and struggles to maintain the degree of comfort and refinement expected from a Mercedes – with or without the $3K necessary to score adaptive dampers.
Still, especially because of the way the GLA looks, goes, stops and steers, if you can afford it, you’ll be rewarded. There’s never been a more rounded GLA.
Design
Kia Seltos
With small SUVs beauty will always be in the eye of the beholder, as each offers a significantly different look and feel.
The Seltos gives off a complex, futuristic vibe, suiting its Korean origins, although it's let down by a lot of plastic cladding on the outside, and its dorky yellow-tinged halogen headlights dress down the otherwise-nice design.
The same vibe continues on the inside for better or worse, with a slick, modern design lifted by its neat digital suite, but let down by the abundance of hard plastics and more than a few cheap touches. In this sense, it is the least expensive-feeling car on this test.
The Subaru builds on the chunky off-road ready formula established by its XV predecessor. This time around, though, it looks more curvy and contemporary.
There's a lot of cool functional detailing in its bodywork, and the LEDs lift its presence on the road.
Inside it feels cosy and ready for action with its chunky steering wheel and seemingly hard-wearing cloth seat trim. The new portrait touchscreen, as part of a major digital overhaul, is welcome, but somehow the brand has managed to make this system too busy, with a lot going on, in terms of buttons and segmented display items.
At the top of the tree, the Nissan manages to look understated and classy, with a slick, coherent design language from the outside, consisting of clean integrated light fittings and tidy piano gloss highlight pieces, with a tasteful smattering of silver and chrome.
Little details like the Qashqai badges strewn about its bodywork are a clever attention-to-detail touch. To me it's the most consistent design on this test, and it feels it on the inside.
Unlike the other two cars on this test, there's little about it which tries to dazzle you with over-the-top tech, with the screens in this car feeling comparatively laid back but still functional.
It also has the nicest materials throughout the cabin, and arguably the most supportive seat trim (although the cloth material which runs down the centre of each seat feels a bit odd.)
Do we have a winner? Again it will depend on what you're looking for to a degree, but I think the Nissan looks and feels the nicest, inside and out.
Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 7 | 8 | 7 |
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Mercedes-Benz GLA-Class
Looking like a mini-me GLC, today's GLA trades some of its predecessor’s edgier design elements like the slammed roof and exaggerated broad-shouldered stance for a more amorphous if elegant appearance. Even with the cliché plastic cladding around the squared-off wheel arches, it’s still a looker.
The net result is arguably the most attractive of all the MFA2 A-Class offshoots. It sits well within the Mercedes hierarchy of SUVs, bringing a swoopy coupe-like silhouette compared to the ultra-upright GLB.
Along with being 30mm wider, it’s also visibly taller than before, with a handy 213mm of ground clearance compared to just 157mm last time around. And the wheelbase has been stretched to the benefit of rear-passenger room – a bugbear of the old GLA. That's progress.
Practicality
Kia Seltos
An SUV in this class needs to be practical, as most family buyers who don't want a big mid-sizer still need a small SUV to be up for all of their family challenges.
On this test, two SUVs perform, while one falls short.
Kicking off with our budget player, the Seltos Sport+, and things are very good. The front seat offers a commanding view of the road, with a great seating position, and the largest rear window of our choices here, handing it an automatic win for overall visibility from the driver's position.
It also offers plenty of room for someone 182cm tall like me, as well as good adjustability of both the seat and steering column, even if it's the only car without an electric driver's seat.
Like most Kia products, storage in the cabin is great, with a big bottle holder and map pocket combo in the door trim, a pair of large but non-variable bottle holders in the centre console, a two-tier shelf below the climate unit good for wallets and phones, and an additional tray behind the electronic parking brake good for the same sorts of objects.
While it scores USB-A, USB-C and a 12-volt connector up front, it is the only car with no wireless charging.
Thankfully, the software on its big multimedia screen is fast and slick and well laid out, and there is a sufficient number of buttons and dials for adjusting climate and volume functions for relatively distraction-free driving.
The back-seat in the Seltos is, by a close margin, the best on this test, with superior headroom compared to the Nissan and the Subaru, and good legroom, even behind my own driving position.
There's cheap plastic trim on the back of the driver's seat, to match the cheap plastic trim in the doors, lowering the ambiance of the space, but it's all hard wearing, which is good for those with kids.
Again, there's a bottle holder in the door on each side, and a further two small ones in the drop-down armrest, and the Kia offers USB-A connectors and adjustable air vents for rear passengers.
Boot space is also a clear win for the Kia. Not only does it have the largest volume (refer to the table below), but it's also a big, square, accessible space, and the easiest to fit our three-piece demo luggage set, or pram.
It is also the only car on this test to offer a rare full-size matching spare wheel under the floor, but is also the only car missing a luggage cover.
Next up, the Subaru. It looks the most like a hatchback of our set here, and feels it in the cabin.
Up-front it's notably the most closed-in and cosy space, which comes with the downside of having the least visibility of our trio, particularly out its small rear window.
It feels purposeful, though, with the chunky wheel and seats suiting the off-road-ready vibe and there are enough high-quality materials throughout the cabin to keep it soft and comfortable.
Despite its more diminutive interior dimensions, it still has sufficient space for someone 182cm tall in the front, and adjustability isn't bad, either.
There are decent bottle holders in the doors, a further two fixed ones in the centre console, and a tray below the media screen with power outlets and a wireless charger.
Interestingly, the wireless charger is almost useless because Subaru has chosen to make it a smooth plastic finish, so your phone slides out of the area in the first corner you encounter.
It's easily fixed with a BYO rubber mat, but still, why was this not thought of in development?
The back seat is a surprise. While it is harder to climb into thanks to a descending, hatch-like roofline, the roof itself has an extrusion in it to grant rear passengers a little extra headroom, and it works.
I was also surprised to see the rear seat has been cleverly engineered to maximise knee room, although the centre position is all but useless for an adult due to the centre raise required for this car's all-wheel drive system taking up all the legroom.
The Subaru also has the least rear-seat amenity, with the smallest door bottle holders and drop-down armrest holders, no adjustable air vents, with only a USB-A and USB-C connector as luxuries for those riding in the back.
The real deal-breaker for family buyers, though, will be the Crosstrek's boot. Despite boot space being a key criticism of this car's XV predecessor, the Crosstrek manages to crop some 20 or so litres from the space this time around, down to just 291L, by far the smallest on this test.
It was the only car which couldn't fit the whole demo luggage set, although it could still accommodate the pram.
The Subaru's final party trick is its impressive 220mm ground clearance to go with its all-wheel drive system, by far the most capable of the choices here if you're venturing beyond the tarmac, although it still only has a space-saver spare under the boot floor.
The Nissan lands between the others when it comes to practicality, but it's still within striking distance of the Seltos in terms of overall space.
Up front, passengers are treated to nice plush seats, the most extensive list of trims in the doors and across the dashboard, and even soft materials for your knees.
These add up and go a long way towards making the Nissan feel as though it has the most upmarket cabin of the choices on this test.
Adjustability, like the other cars here, is good, although visibility over the nose is more limited, as you sit lower and the dash-line is higher. Good thing the Nissan is also the only car with a handy 360-degree parking suite.
Bottle holders include a massive one in the doors, two more with variable edges in the centre console, and a nice big rubberised charging bay for your phone under the climate unit.
The rear seat continues the plush treatment, with soft materials on the backs of the front seats, and into the doors.
I found I had plenty of space behind my own driving position, roughly on-par with the Seltos, and the Qashqai serves rear passengers with large bottle holders in the doors, a further two small ones in the drop-down armrest, adjustable air vents, as well as USB-A and USB-C charging ports.
The boot is a tad smaller than the Kia's, and a little less square, but offers soft claddings for all the surfaces, so your luggage won't scratch hard plastics.
The Qashqai easily consumed the whole CarsGuide luggage set or the pram, and under the floor there is a space-saver spare. The Qashqai also has the highest towing capacity of our choices here, refer to the table below for more.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Boot space | 291L | 429L | 433L |
Rear amenity | USB A + C | Vents, USB A + C | Vents, USB A |
Dimensions (L x W x H - mm) | 4495 x 1800 x 1600 | 4425 x 1835 x 1625 | 4385 x 1800 x 1635 |
Towing capacity unbraked/braked (kg) | 650/1400 | 750/1500 | 600/1100 |
Ground clearance | 220mm | 193mm | 170mm |
Turning circle | 10.8 | 11.1m | 10.6m |
Spare | Space-saver | Space-saver | Full-size alloy |
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Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 6 | 8 | 8 |
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Mercedes-Benz GLA-Class
Compared to before, the 2021 GLA is some 122mm taller, so ushers in a higher hip point for loftier seating – reducing that jumped-up hatch feel. Headroom improves obviously, as does rear legroom, a corollary of a 30mm wheelbase stretch (to 2729mm).
Wide apertures also make entry into and out of the German-built GLA child's play, though the solid heft of their doors is serious business at this end of the segment, very satisfyingly Teutonic and totally on-brand. This is something you won’t enjoy in a Subaru XV.
Then you s-c-r-a-p-e the underside of the front doors on the pavement literally every time you swing it to get out, and wonder whether Mercedes engineers have ever been to Australia. This fail drove us spare. Heaven help the GLAs in towns and cities with bluestone sidewalks. Maybe all that extra AMG packaging is the culprit.
Still, most of the other basics are spot-on and can’t really be faulted; cosy yet spacious for four adults – especially up front, ample vision, an excellent driving position aided by heaps of seat and steering wheel adjustability, cosseting front sports buckets that you just sink into, torrents of ventilation from those delectable turbine vents and stacks of storage. Collectively they make the GLA a welcoming, opulent place to travel in. Only the hapless fifth occupant squished between the outboard rear-seat passengers might think otherwise. But nobody buys this Benz for carting people around. That's the GLB's job.
Several years ago, Daimler poached a senior Audi designer and since then Mercedes’ dashboards have morphed into a multi-coloured multimedia diorama of touchscreen technology that threatens to completely take over the universe. Choose the right combination of colours and lighting and it's like your very own White Night on wheels. Starting with 2018’s A-Class, the striking, spangly MBUX system that underpins all this has come to be widely admired and imitated. For aesthetics anyway, with its vivid hues, panoramic displays and simple, tiled applications, it’s been a real trip.
Anyway, back to reality. From a tactility and functionality point of view, there’s still work to be done.
Access to the multimedia (including our GLA's banging optional audio system) and car settings areas is possible via a mildly fiddly finger-pad arrangement down forward in the centre console, or smaller yet much more annoying thumb sensor tabs on the wheel spokes. These are not easy to modulate on the move. Additionally, their menus can be confusing to navigate through and sometimes counterintuitive in operation. Mercedes obviously realises this as a quick-guide pamphlet is provided on old-fashioned cardboard paper. How quaint.
Eventually all areas can be mastered over time, but the functionality is complicated and may overwhelm the not-so-tech savvy. Additionally, the ‘Hey, Mercedes!’ voice control is impressive for getting MBUX to perform basic multimedia and vehicle settings-related changes, but it too-often erratic, unreliable and ultimately frustrating for more complicated commands. Perhaps elocution lessons on behalf of the operator may help.
But not as much as the profound disappointment we endure from the cheapness of some of the materials, the wincing cellophane-like sounds when pressing on some of the surfaces such as the door cards, or that emanate after a particularly bumpy section of bad roads. Sheeny reflections and hard textures in a car optioned with extras that total up to nearly $82,500 just don’t cut it. Â
At least in this latest-gen GLA, the rear seat area seems much improved over the previous models, with more space, comfy and supportive seating (remember ours featured the $607 sliding function that ought to be standard) and a reclining backrest. All amenities are present, with deep pockets, fresh air from twin vent outlets, reading lights and thoughtfully placed armrests – but, again, the latter’s extendable cupholders feel brittle and cheap.
Further back, the 435-litre cargo area is sufficiently sized and practical for smaller family use (at last), aided by a 40/20/40 backrest fold and that slide-able cushion to extend capacity further. There is no spare wheel, but a tyre inflation kit is fitted in lieu.
Overall, then, better than before, with that fundamental rock-solid heft, luxurious aura and alluring premium-car aroma. The dazzling MBUX screen-related visuals, too, are endlessly entertaining to explore when the vehicle is not moving, but the GLA’s cabin is still not quite up to Mercedes’ reputation for exacting over-engineered excellence.
Or even to the standards of some mainstream alternatives.
Price and features
Kia Seltos
As mentioned, we've grabbed upper mid-grade models of each of our cars here. Theoretically, they should represent the best value in their respective line-ups, offering the most kit for a reasonable spend.
To kick it off, the most affordable car here is the Kia Seltos Sport+. Wearing a before-on-roads price-tag of $35,800, the Seltos seems to instantly be a value pick amongst our choices, although it has had the most minor recent update, a mild nip-and-tuck with tweaks to its equipment level.
It has some appealing attributes, including a fully digital instrument cluster to match its multimedia screen, built-in navigation, and partially synthetic leather seats, as well as having the largest boot capacity.
However, it is lacking in some significant areas. It's the only car here to have halogen headlights, the only car without power adjust for the driver's seat, it's missing dual-zone climate, and it's also missing wireless phone mirroring or charging.
Priced in the middle is the Subaru Crosstrek R. Its price comes in at $38,490 and the equipment is impressive. The obvious value stand-out is standard all-wheel drive, but it's not the Crosstrek's only trick, with it also featuring 18-inch alloy wheels, LED headlights, and a massive 11.6-inch portrait touchscreen.
But it's also the only car here to miss out on partial leather seat trim, built-in navigation, and front parking sensors.
Finally, we have the Nissan Qashqai ST-L. Priced at $42,190 it's by a significant margin the most expensive car on this test, but it's also the best equipped.
It has the largest set of wheels (19-inch), it's the only car here to feature heated front seats and steering wheel, it scores a similar digital suite to the other two, with wireless phone mirroring and charging, and has the most extensive amount of soft-touch materials on the inside.
We've covered the highlights here, if you want a full summary of key equipment items, check the table below.
Before we move on, though, it's worth noting the Seltos complicates this test because of the sheer number of variants it is offered in.
For similar money to the Nissan, you can choose the Seltos in top-spec GT-Line form, but with the same front-wheel drive layout, which goes some way to compensating for its missing equipment.
Alternatively, for similar money to the Subaru, you can get the same Sport+ grade, but with a turbocharged engine and all-wheel drive.
While we'll keep impressions on this test restricted to the car we have here, it is worth considering if you were looking to test drive and buy one of these cars.
Do we have a winner for pricing and spec? Not really. It's a story of getting what you're paying for at each level, so as far as we see it they're reasonably evenly matched.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Price (MSRP) | $38,490 | $42,190 | $35,800 |
Wheel size | 18-inch | 19-inch | 17-inch |
Multimedia screen | 11.6-inch (portrait) | 12.3-inch | 10.25-inch |
Digital instruments | No | 7.0-inch Semi-digital | 10.25-inch |
Apple CarPlay/Android Auto | Yes, wireless | Yes, wireless | Yes, wired |
Sat-nav | No | Yes | Yes |
Wireless charging | Yes | Yes | No |
LED headlights | Yes | Yes | No |
Keyless entry/push-start | Yes | Yes | Yes |
Climate control | Dual-zone | Dual-zone | Single-zone |
Seat trim | ‘Premium Cloth’ | Synthetic leather/cloth | Synthetic leather/cloth |
Power adjust | Driver | Driver | No |
USB ports | USB C, USB A | USB C, USB A | USB C, USB A |
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Score
| Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 8 | 8 | 8 |
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Mercedes-Benz GLA-Class
The latest GLA’s evolved dimensions is presumably to put some space between it and its GLB 5+2-seater SUV fraternal twin, giving Mercedes-Benz blanket SUV market coverage. From GL (for Geländewagen, or off-road vehicle) A, B, C, E and S (as well as the G-wagen icon that started it all back in '79), there’s a premium option for everybody… if not every budget. Â
In the GLA’s case, the entry-level 200 front-driver starts from $55,100 (before on-road costs); moving up to the $66,500 250 4Matic, and then to two performance powerhouses – the AMG 35 4Matic and supernaturally fast AMG 45 S 4Matic+ flagship, from $82,935 and $107,035 respectively.
Even the base GLA 200 includes new and improved autonomous emergency braking (AEB) among other safety-related technologies, as well as the brand’s glamorous MBUX multimedia system with wireless Apple CarPlay/Android Auto, digital radio, satellite navigation, reverse camera, climate control, wireless phone charging, powered tailgate, automatic parking, auto high beam, rain-sensing wipers and 19-inch alloys.
All the extra techy stuff doesn’t come for free though – prices jump almost $10,000 over the less-powerful previous-generation GLA 180 that the 200 replaces – though we expect the former badge to return in time.
In contrast, the GLA 250 4Matic is ‘only’ $3500 more expensive than its predecessor, gaining a terrific 2.0-litre four-cylinder turbo instead of a Renault-Nissan-sourced 1.3-litre turbo, all-wheel drive (with an Off-Road Engineering Package that gives the car some very light off-road capability), and other niceties such as heated electric front seats with memory function, a panoramic sunroof, more direct steering and lowered suspension (for a sportier drive).
Note that adaptive cruise control costs extra – a curious oversight at this price point. It’s part of a $1531 optional Driving Assistance Package, which also includes Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams (meaning full stop/go capability) and route-based speed adaptation. Do it.
Our test car had it, along with a $915 Vision Package (includes fancier adaptive headlights and a 360-degree camera), $1915 Sports Package (with AMG styling upgrades inside and out, perforated disc brakes, privacy glass, shift paddles and lowered ‘Comfort Suspension’), a Night Package (less brightwork, more black finishes) and sports direct-steering with corresponding wheel), $1531 20-inch AMG Black alloys, a $1915 Communications Package with upgraded audio and head-up display among a litany of other gear, $2838 AMG Exclusive Package with adaptive dampers, cooled as well as heated front seats, an ‘Energising Comfort’ ambience-enhancing 'experience' and special leather upholstery, $1531 Patagonia Red metallic paint and $607 rear-seat fore/aft adjustment. Total cost after the added luxury car tax: $82,446. Gulp.
Not cheap in anybody’s language. Nor, for that matter, are the GLA’s rivals, which owe their existence to the original’s spectacular sales trajectory and the trail that this blazed last decade.
Lexus’ loaded UX 250h hybrid AWD and Audi Q3 Sportback 40TFSI quattro slip slightly below the standard GLA 250 for both pricing and power, while the BMW X2 M35i and its Mini Countryman JCW cousin, along with Jaguar’s E-Pace E250, also offer in-the-same ballpark pricing but quite a bit more space as well as pace.
It’s also worth noting that Volvo’s XC40 T5 AWD conspicuously undercuts all from just $57,000, though now we’re talking about putting square pegs into round holes. Speaking of which…
Under the bonnet
Kia Seltos
While each vehicle on this test has a different approach under the bonnet, they all end up with similar power outputs.
The Seltos is the most traditional of the bunch, with a big old 2.0-litre in-line four-cylinder engine and no turbocharger. It is also the lightest car on this test, but produces the least power, at 110kW/180Nm.
The Crosstrek uses Subaru's signature flat ‘boxer' engine layout with a 2.0-litre capacity and is the only car here with all-wheel drive (it's real, permanent all-wheel drive, too!).
With 115kW/196Nm on tap, it has the most kilowatts out of the choices here, but still has less torque than the Nissan and is by far the heaviest vehicle on-test.
Finally, the Nissan is the only vehicle here to have a down-sized turbocharged engine, with a 1.3-litre four-cylinder unit producing 110kW/250Nm.
All cars drive the wheels via a continuously variable automatic transmission, and with relatively even power outputs it's hard to make a call on a winner in this department, but to me the Nissan at least feels more modern than the dated set-ups in the other two choices.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Engine size | 2.0L four-cyl NA | 1.3L four-cyl turbo | 2.0L four-cyl NA |
Drivetrain | AWD | FWD | FWD |
Power | 115kW | 110kW | 110kW |
Torque | 196Nm | 250Nm | 180Nm |
Transmission | CVT | CVT | CVT |
Weight (Tare) | 1493kg | 1452kg | 1375kg |
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Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 6 | 8 | 7 |
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Mercedes-Benz GLA-Class
Mounted transversely, Mercedes’ M260 1991cc 2.0-litre four-cylinder petrol engine features a twin-cam, 16-valve design, a twin-scroll turbocharger and variable-valve timing, to help deliver 165kW of power at 5500rpm and 350Nm of torque at a low 1800rpm. With an impressive 97.2kW per tonne, it can hit 100km/h in 6.7 seconds, on the way to a 240km/h top speed.
All four wheels are driven by an eight-speed dual-clutch transmission (DCT), though most of the torque at lower speeds or during reduced throttle loads is delivered to the front wheels until extra traction is required out back. The gearbox is one of the very best of its type we’ve experienced – seamless, strong and largely lag-free.
Efficiency
Kia Seltos
Fuel consumption should be pretty straightforward here, a function of weight and engine design, however all was not as it seemed on our 100km mixed conditions controlled test.
Officially, the Subaru consumes the most fuel, stated at 7.2L/100km, which would make sense given it is the heaviest, with the added burden of all-wheel drive.
Next down is the Seltos, with its older engine giving it a claimed consumption of 6.9L/100km. While the Nissan claims to be the most trim, with its high-tech small capacity engine granting it an official consumption of 6.1L/100km.
In reality, though, the results were almost flipped around. Over 100km of combined testing, the Subaru consumed the least fuel, at 6.2L/100km measured at the pump, the Nissan landed in the middle at 6.6L/100km, while the Seltos was the thirstiest, consuming 7.1L/100km.
While the results are surprising, they are still very close and well within margins of error and driving style of each other.
It is worth noting, the Nissan's turbocharged engine is the only one to require more expensive 95RON fuel, while the other two are happy to consume 91.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Official/combined | 7.2L/100km | 6.1L/100km | 6.9L/100km |
On-test (100km measured at pump) | 6.2L/100km | 6.6L/100km | 7.1L/100km |
Minimum RON | 91 | 95 | 91 |
Fuel tank size | 63L | 55L | 50L |
Theoretical range between fills | 875km | 902km | 725km |
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Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 8 | 8 | 8 |
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Mercedes-Benz GLA-Class
Weighing in at 1668kg (kerb), and with a bluff nose and high ground clearance also not helping, we didn’t expect great fuel economy, particularly given how hard and fast the GLA 250’s performance bandwidth is. It’s tempting to just blast your way from point A to point B.
However, at the pump we averaged 9.8 litres per 100km, which isn’t too bad at all considering the available muscle. The official figure is 7.5L/100km, for a carbon dioxide emissions rating of 170 grams per kilometre. With a 51-litre fuel tank, the theoretical range is around 680km.
Note that the GLA 250 requires 95 RON premium unleaded petrol as a minimum.
Driving
Kia Seltos
One thing I should get out of the way before we launch into driving impressions, is none of these cars will be a deal-breaker from behind the wheel.
They are all very competent for the segment, and each respective recent update has made them significantly better than they were prior.
Kia Seltos Sport+
Starting with the Kia, and the benefits of its extra visibility are evident straight away, particularly out its large rear window.
The digital suite also feels nice, with a customisable interface and plenty of information on offer, and it's reasonably easy to adjust things on-the-fly, whilst concentrating on the road.
Interestingly, the Kia has the firmest ride, and the heaviest steering, but despite this feels settled over bumps and corrugations, and surprisingly planted in the corners.
The engine, despite having the least power on offer, feels the strongest of the bunch, and the transmission is smooth and linear when it comes to applying power to the ground, making it a surprise stand-out.
The biggest downside of the Kia is its infuriating safety suite. While its lane-keep system is a tad overzealous and heavy-handed, it's the speed alert feature which ruins it.
This feature pairs with the traffic sign detection to warn you if you creep over the speed limit, and does so by sounding an irritating alarm.
Not only does it default to on every time you start the car, it's also often incorrect with the speed it picks up, including out-of-time school zones, picking up 40 zones off the back of buses, picking up signs from parallel roads and exit ramps, the list goes on. Software update please, Kia.
Subaru Crosstrek R
Next, the Subaru. As mentioned, the Crosstrek has the poorest visibility out of the cabin, with a more letterbox windscreen, tiny rear window, and a hatch-like seating position in a car with an SUV-like ride height.
Still, the Crosstrek has great visibility out the side for looking into the lane next to you, and it's by far the most organic feeling vehicle to steer, with well-tuned electric assistance on the rack.
It also has the most forgiving ride with the most suspension travel, making it surprisingly comfortable in the front and back seats, even over bumps, undulations and corrugations.
Thanks to its weight and all-wheel drive system, the Subaru also feels the sturdiest and safest in the corners, sticking to the road with determination, even on loosely-sealed surfaces.
The update which changed it across from XV to Crosstrek has also brought with it numerous quality of life improvements, including a big jump in refinement, removing a significant amount of road, tyre, and wind noise from the cabin at freeway-speeds, once a major Subaru downside.
The area where the Crosstrek is most let down is its engine. While it has sufficient power on paper, getting up to speed is a noisy, thrashy affair, with the CVT not helping the situation at all by holding the car at high revs and leaving the driver with uneven feedback when accelerating.
At least the Subaru's safety suite is functional and unobtrusive to the driving experience.
Nissan Qashqai ST-L
Finally, the Nissan. Somewhat unsurprisingly, the car which looks and feels the most modern and has had the most comprehensive suite of upgrades from its predecessor is also the most modern-feeling car to drive.
Visibility is a decent middle-ground between the other two options here, and low-speed manoeuvring is a breeze with its light steering and 360-degree camera view.
The Nissan feels the lightest and springiest of the lot, with its light steering being a little twitchy but very reactive, and its responsive little turbo engine adding a some fun to the mix.
I was surprised to find it didn't feel majorly peppier than the other choices here, with engine response dulled slightly by its doughy but sufficient continuously variable automatic transmission.
The ride also falls in a happy middle ground between the firm springs of the Seltos and the soft ride of the Subaru. The Qashqai dispatched bumps and undulations very well, but did reach its limits more abruptly on larger hits.
Its safety suite also largely ran in the background, with the only (very small) annoyance coming from the way the car slows itself down in corners and if you drift to the edge of your lane when using adaptive cruise control.
Most importantly, the Nissan didn't have a single significant downside which would annoy a driver every day like the Subaru's thrashy engine, or the Kia's invasive safety equipment, whilst providing a good middle ground of the more appealing traits of its rivals.
Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 7 | 8 | 8 |
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Mercedes-Benz GLA-Class
A soaring 2.0-litre turbo engine application, this is a slick, stirring and robust performer that can also do efficiency as effortlessly as launch the GLA 250 4Matic towards the horizon. Let’s not mince our words. This is a fast and fiery mover.
Three drive modes – Eco, Comfort and Sport – provide a wide spectrum of acceleration and throttle responses, and all deliver precisely what you’d expect. Eco’s fine for pottering around town smoothly and serenely; Sport morphs into a searing and seamless speed demon; and the default Comfort sits somewhere in the middle as the best of both worlds. There really is no faulting Mercedes’ M260 masterpiece.
The DCT also happens to be one of the better dual clutch autos, avoiding the lag and clunkiness pitfalls usually associated with this sort of gearbox. It’s even comparatively smooth off the line on hills. Ours came with the optional handy set of manual-mode paddle shifters, adding a welcome level of interactivity autos tend to overlook. Too bad Mercedes persists with that fiddly column lever that is forever prone to knocking the car out of drive. Even after 15 years, it's still so annoying.
What all this means for the urban driver is strong acceleration for flitting in and out of traffic gaps, as well as incredibly instantaneous point-to-point responses for commanding manoeuvrability, thanks to ultra-eager steering and assisted by outstanding brakes.
With struts up front and a multi-link rear end as standard, the GLA 250’s chassis, too, is a transformative for what is essentially a high-riding hatchback – but only if your pockets are deep enough.
Fitted with that near-$3K AMG Exclusive Package that includes adaptive dampers, our Benz displayed a definite hot-hatch attitude that really would make it the darling of Golf GTI owners who’ve outgrown their rides but not their girl/boyracer desires. Superb handling and hunkered-down roadholding really do make this the driver’s premium compact crossover. You can pretty much point and shoot this Merc as you might a Golf R, and likewise in most weather conditions thanks to all that reassuring tenacious grip.
Plus, if you’re put off by the hard ride in Sport, the Individual mode allows the driver to engage the soft damper mode while the engine and steering retain the hardcore settings. It’s a win-win situation – as long as you can stretch to that AMG Exclusive pack. We strongly recommend it, given the balance between ultimate high-speed control and comfort.
However, while this is all good news for rural and country folk seeking hot crossover fun, back around town, poor urban road conditions can reveal a flaw in the chassis’ ability to properly smother bumps and ruts. It’s the small frequency stuff that seems to transmit through, never really settling down.
The result is a jittery ride, that may somewhat undermine the GLA’s upmarket sheen. There’s also a fair degree of road noise coming through. Perhaps sticking with the 19-inch alloys instead of those lovely 20-inch rims is the solution here.
Safety
Kia Seltos
All cars have impressive safety suites, with all the key up-to-date active items featuring.
All cars score high-speed auto emergency braking with pedestrian, cyclist detection, and junction assist.
All cars also feature lane keep assist with lane departure warning, blind-spot monitoring with rear cross traffic alert, speed alert, driver attention alert, and tyre pressure monitoring.
Only the Subaru scores rear auto braking, although it misses out on front parking sensors, and the Nissan is the only car to score a full 360-degree parking camera, making it the best car for tight parking stations.
The Kia is the only car to miss out on LED headlights, annoying for regional buyers who have to deal with more poorly lit roads.
The Nissan and Kia have up-to-date, maximum five-star ANCAP safety ratings, scored in 2021 and 2019 respectively, while the Subaru Crosstrek is yet to be rated.
One good omen for the Subaru is its impressive suite of nine airbags, outranking the Nissan's seven, and Kia's six.
It's hard to establish a winner here, but the Kia is the least well equipped of the bunch by a small margin, and it's also marred by its annoying lane keep and speed warning systems.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Auto emergency braking | High-speed with car, pedestrian, cyclist detection and junction assist, reverse auto braking | High-speed with car, pedestrian, cyclist detection and junction assist | High-speed with car, pedestrian, cyclist detection and junction assist |
Lane keep assist/departure warning | Yes | Yes | Yes |
Blind spot monitoring/rear-cross traffic | Yes | Yes | Yes |
Adaptive cruise control | Yes | Yes | Yes |
Driver attention alert | Yes | Yes | Yes |
Traffic sign recognition | Yes | Yes | Yes |
Tyre pressure monitoring | Yes | Yes | Yes |
Adaptive high-beam | Yes | Yes | Yes |
Parking cameras | Reverse | 360-degree | Reverse |
Parking sensors | Rear | Front, rear | Front, rear |
Number of airbags | Nine | Seven | Six |
ANCAP safety rating | Not rated | Five-star (2021) | Five-star (2019) |
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Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 8 | 8 | 7 |
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Mercedes-Benz GLA-Class
Mercedes-Benz is a long and proud pioneer in passenger-vehicle safety, and the GLA is no exception… except that for the full suite of safety assistance you need to fork out more in the GLA 250.
The standard roll-call of advanced driving assist systems includes nine airbags (front, pelvis side and window bags for driver and front passenger, side airbags for rear occupants and a knee airbag for the driver), AEB with pedestrian and cyclist detection, and blind-spot monitoring with an exit warning that alerts the driver of approaching cyclists or vehicles if the door begins to open into their path.
The AEB system has a working range of between 7km/h and 200km/h.
Active Lane Keep Assist, an active bonnet that raises to reduce head injury, Cross Wind Assist, Pre-Safe accident anticipatory systems and traffic sign recognition tech are also present.
Additionally, front and second-row seatbelt reminders are fitted, as well as two rear-seat sited ISOFIX child-seat anchorage points and a trio of child-seat tether points behind the backrest.
But you’ll need to fork out another $1531 for the optional Driving Assistance Package, which includes adaptive cruise control with full-stop/go, Active Lane Change Assist, extended semi-autonomous driver assistance in traffic jams, and route-based speed adaptation.
At the time of publishing, the H247-series GLA’s crash test rating results had not been published, but the closely-related GLB tested in 2020 managed a full five stars.
Ownership
Kia Seltos
An easy win can be handed here to the Kia Seltos, which has the longest warranty at seven years/unlimited kilometres, longest roadside assist which can be extended to up to eight years with genuine servicing, and the most affordable capped price servicing program.
Meanwhile, the Subaru and Nissan have the standard five-year and unlimited kilometre warranty, with the Subaru offering only one year of roadside assistance, and the Nissan offering five.
Capped price servicing extends to six years or 90,000km for the Nissan, seven years and 105,000km for the Kia, and up to 15 years or 225,000km for the Subaru.
Over a five-year period for a fair comparison purpose, the Seltos is easily the most affordable, with an average cost of $414.40 per year, the Subaru falls in the middle, with an average cost of $474.64, while the Nissan is the most expensive car to keep on the road, costing an average of $583.20 per year over the same period.
 | Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
Warranty length | Five years/unlimited kilometre | Five years/unlimited kilometre | Seven years/unlimited kilometres |
Roadside assist | One year | Five years | Up to eight years (renewed with genuine service) |
Capped price servicing | Up to 15 years/225,000km | Six years/90,000km | Seven years/105,000km |
Average annual cost (5yr) | $474.64 | $583.20 | $414.40 |
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Score
Subaru Crosstrek R | Nissan Qashqai ST-L | Kia Seltos Sport+ |
| 7 | 7 | 8 |
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Mercedes-Benz GLA-Class
Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.
Intervals are every year or 25,000km, with a capped price service plan starting at $550 for the first year, $750 for the second year and $1250 for the third year, totalling $2550. Alternatively, buyers can also choose a Service Plan, starting at $2050 for the first three years (saving $500 from the normal capped-price service plan), $2950 for four years and $3500 for five years.