KIa Picanto: Torque of the town

What is it?

Car maker Kia has a foot in two widely opposing camps.

On the one hand it produces the World Car of the Year, the luxe EV9 electric vehicle, on the other the bargain basement Picanto petrol-powered compact.

The former sells for a top shelf six-figure sum, the latter, recently the subject of an upgrade, hardly tips the scales at around twenty grand.

How does it stack up?

What’s it cost?

New Picanto comes in two trim levels – Sport and GT-Line – with prices starting at $17,890, plus on-road costs, for the entry-level five-speed manual.

The four-speed automatic sells for $19,490, while the flagship GT-Line auto tops out the range at $21,290.

On test was the latter.

Picanto takes advantage of lighter exterior colours to show off a sporty face with daytime running light strip extending across the leading edge of the bonnet, pushing out the headlights with emphasis on the width.

Newly designed wheels see 14-inch alloys on the Sport and a 16-inch machine finished diamond cut quartet for the GT-Line.

Power folding side mirrors with integrated warning indicators are now standard across both trims, with GT-Line boasting heating too.

Gone are the analogue gauges, replaced by a 4.2-inch digital instrument cluster, making the perfect match for the carry-over 8.0-inch touchscreen – with Apple CarPlay and
Android Auto – perched atop the central dashboard, beneath which are air-con (no climate) controls with easy-to-operate large knobs.

GT-Line rear occupants also benefit from the addition of USB-C charging ports.

With young drivers in mind, Kia says the Picanto GT-Line is equipped with a range of Kia’s Advanced Driver Assistance Systems as standard across both trims.

These include blind spot collision avoidance Assist rear BCA, rear cross-traffic collision avoidance assist, and lane follow and lane keeping assist.

There’s a reversing camera and rear parking sensors but nothing at the front, which is a pity because of the stubby nose.

Passive safety is in the hands of six airbags – dual front, front side and full-length curtain.

Price is not the only selling point.

For Picanto buyers it’s welcome to Kia ‘seventh heaven’ with the maker’s class-leading seven-year warranty and capped price servicing at 12-month intervals, plus up to eight years roadside assist.

What’s it go like?

The modern, sporty design is highlighted by a new headlight set-up, ‘ripped’ radiator grille and reshaped front bumper.

Out back, the tail lights and bumper have been tweaked.

Premium leatherette features as standard on steering wheel and gearshift knob across the range, with the latter also scoring a flat bottom sports steering wheel.

Legroom, especially in the back is at a premium, while head room is not so thanks to the boxy cabin.

The driver’s side footwell is far from accommodating for larger feet: pedal space is cramped.

Keyless entry is all-but negated by the need to use the steering column lock to start the motor.

Boot space, at 255 litres with rear seat backs up, is enough for today’s active lifestyle with the seat backs folded, a respectable 1010 litres.

Nothing new here. Picanto carries over the existing 1.25-litre MPI non-turbo engine, mated with either five-speed manual or the test car’s four-speed automatic transmission, putting power to the ground through the front wheels.

From the word go, the Picanto was a mixed bag.

There appeared to be little difference in performance between the former 1.0-litre three-cylinder motor and the carry-over four-cylinder unit.

Low on torque, the GT-Line auto is in no rush to get going, nor is it up for smart overtaking while on the run.

Tootling around town is more to its liking.

The maker puts the fuel consumption on the combined urban/highway cycle at 6.0L/100km.

Over a week of average work, the test vehicle recorded 9.9L and 4.4L respectively.

Ride and handling were not the most comfortable.

Some bumps and bangs along the way, considering the short wheelbase (2400mm).

Steering came up with good reaction to driver input.

See also

Test drive

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Feedback was solid but the tyres could not avoid chiming in with annoying road noise on course surfaces.

However, the Picanto gets a ‘gold medal’ for parking.

Pick a spot – almost any spot – and the compact is quick to reward the driver in forward or reverse gear.

What we like?

• Low cost
• Easy to park
• Digital instrument cluster
• Rear USB-C charging ports added
• Seven-year warranty

What we don’t like?

• Low on torque
• Limited rear legroom
• Needs front park sensors
• Driver footwell cramped
• Road noise on course surfaces

The bottom line?

The Picanto GT-Line puts in a fair bid on the outside to broaden the appeal of its mini hatchback, but sacrifices interior space and performance in the process.

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