New Kia Picanto is a car for every driver

The idea of driving the previous generation model when launching the latest offering is a novel one and not something I have ever experienced before.

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However, it’s a powerful method of demonstrating the improvements in the new model. This was the scenario in Cape Town last week at the launch of the Kia Picanto, the third generation of this popular A segment car.

Behind the wheel of a secondgeneration vehicle, I left the city centre for the village of Philadelphia, 40km away, where a fleet of generation 3 Picantos awaited. Introduced in 2004, the first generation was superseded in 2011 with new Euro styling by designer Peter Schreyer.

His influence on the Korean manufacturer’s product range has played a significant role in the company’s global growth, proven by worldwide sales of 1.4 million of the second generation Picanto, making it one of Kia’s best-selling models.

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Kia SA is confident that the new Picanto will become a very significant player in the local market and are looking to double the current sales volume.

With the demise of the Chevrolet Spark and the Hyundai i10, now only available as the Grand version, the company believes that their baby can fill those gaps. At first glance it is obvious that there have been significant changes: external features demonstrate a more planted look, with sleeker styling.

From the distinctive “Tiger Nose” with its open-link grille flanked by the large headlight clusters to the LED tail lights, it is obvious that the Picanto has come of age and it is even more obvious in the cabin appointments.

There is literally a model to suit all, with no less than 11 models in the line-up of four specification levels from the entry-level Start to the Street, and the high specification Style and Smart. Model dependent wheels are 13- and 14- inch steels with covers at entry level up to 14- and 15-inch alloy wheels on the top of the range.

The specification levels are impressive across the range.

The entry-level Start offers a driver airbag, Data Dot, ISOFIX, Manual air-conditioning, body colourcoded bumpers, radio MP3/RDS with two speakers, Aux and USB inputs, Bluetooth connectivity, trip computer, height-adjustable steering wheel, height-adjustable headrests, 60:40 split-rear folding seats, cargo shelf cover and a high-level stop light.

The Street derivative adds a passenger airbag, ABS, remote central locking with alarm and immobiliser, driver’s seat height adjustment, steering wheel mounted remote controls, front electric windows and automatic light control.

In addition, the Style has mudguards, front projection fog lights, driver and passenger vanity mirrors, daytime running lights, rear window wiper and seat back pockets.

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An optional four-speed automatic transmission is offered on both the 1.0 and 1.2 litre models in the Style range.

Range-topping Smart completes the line up with rear electric windows, projection bi-function headlights, LED rear combination lights, electric folding and heated side mirrors with integrated indicator repeaters, high-gloss centre fascia, storage box, aluminium pedals, LED position lamp, LCD info cluster, seven-inch multimedia audio system, tweeters, rear-park distance control and rear-view camera, leather-covered steering wheel and gear knob, and cloth and leather upholstery combination.

Another R8 500 adds a sunroof. Engines are uprated versions of the well-proven Kappa petrol units used in previous models.

A thee-cylinder, 12-valve DOHC one-litre providing 49kW at 5 500 r/min and 96Nm of torque and the four-cylinder 16-valve DOHC 1.2-litre delivering 61kW at 6 000 r/min with 122Nm of torque at 4 000 r/ min. Both utilise multipoint injection and are naturally aspirated.

Drive is through the front wheels via a five-speed manual gearbox, some models are available with an optional four-speed automatic transmission.

At launch, only the Smart was available, with five-speed manual transmission and of course the highest specification level.

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The interior is more spacious. The increase in cabin size is surprising as the overall length and width are identical to the outgoing mode. Height has increased but the major change is the wheelbase, which has been increased by 15mm to 2 400mm, positioning the wheels further into the corners.

The front and rear overhangs have come in for a change, the front reduced by 25mm to 675mm and the rear increased by 10mm to 520mm, the latter with a larger cargo-carrying capacity.

That capacity has increased from 200 litres to a class-leading 255 litres, folding the rear seats permits a total of 1 010 litres.

The boot has a two-step floor capable of being raised or lowered by 145mm, creating additional space and an under-floor storage area. All models feature a 60:40 split rear-folding seat back.

The dashboard features a seven-inch colour touchscreen in fotainment system; lower specification models use a 3.8-inch monochrome TFT LCD audio system with clear control buttons.

On the road from Philadelphia it was obvious that the new Picanto is a quantum leap over the previous generation.

Ride quality and NVH were radically improved, seating was comfortable and supportive and all controls positioned well and designed for ease of function.

The 1.2 engine pulled well, with a good torque spread and is well matched with the manual transmission.

A nice feature was the headrests, which are adjustable for height, unlike the fixed integral type usually found in this segment. The steering was good.

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Far better than the original second generation, which tended to track, the column-mounted, motor-driven power steering is well weighted and quicker, making the manoeuvreability much easier.

Aimed at the “young and young at heart”, the latest Kia Picanto is set to fight for an increased market share where it will face serious challengers such as the Renault Kwid, the top seller, and of course the new Suzuki Ignis.

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