Buyers are literally spoilt for choice in the small car segment, with almost every major brand having an entry in this popular category. There’re models geared toward practicality and space, and there’re also models that are a bit sportier. The latter is represented by cars like the Honda Civic hatch and Kia Cerato hatch. Both cars take on a sleeker, more fastback-ish look which stands out amongst the more conventional two-box design seen on other hatches.

While both cars have been lined up here for a comparison test, it’s worth mentioning that the Civic hatch – available in only a single highly spec VTI-LX grade – is the more ‘premium’ option, commanding a drive-away price of $47,200. The Cerato hatch tested here is the range-topping GT variant, yet it costs nearly ten grand less than the Honda, with a drive-away sticker of $38,390.

Exterior

Honda isn’t trying to hide the fact it aims to elevate the Civic into a more upmarket offering, and it’s pairing the high price tag with some classy design elements as well. While looks are subjective, the Civic does come across looking more expensive and sophisticated than the Cerato. The new styling boasts a bolder front fascia characterised by that wider grille which is now positioned lower for a more aggressive look. The shoulder crease stretches uninterrupted from front to back, where it meets the wrapped around taillight. The rear design is a solid effort, too, with the tapered roofline setting off a sporty look. Elsewhere, the five double-spoke 18-inch alloy wheels match well with the car.

In comparison to the Civic, the Cerato’s design is more generic and derivative. That said, it still has some nice details to it, including those blacked out side mirror caps and eye-catching red accents in the grille, around the front bumper intake and on the wheel caps. The brand’s trademark ‘tiger-nose’ grille adds to the sporty looks, while those gloss black lower bumper trims and side skirts set a good contrast to the rest of the body work. Like the Civic, the Cerato rolls on 18-inch allow wheels, albeit with a multi-spoke design.

Interior

Both cars have well presented interiors that befit their high-spec status, although the Civic’s is a bit of an acquired taste. In its quest for simplistic design, Honda has churned up quite a retro styling for the dashboard and that may not sit well with everyone. Granted the honey comb air-con vent design looks unique and overall there’s very little clutter. The gloss black trims are carefully applied to only areas that are unlikely to come in contact with fingers, a clever move to reduce finger prints on such surfaces, while keeping that premium ambiance.

The Cerato’s interior is more uplifting, with polished silver trims punctuating the otherwise black cabin at various places. It’s also sportier with the red stitching found on the steering wheel and seats brighter and more contrasting than that in the Civic. Those round air-con vents also look lovely.

Storage spaces are about equal in both vehicles, with the pair sporting dual cup holders for the front and rear row of seats, centre storage, door pockets with bottle holders and glove box. However, every storage compartment seems to be just slightly larger and better designed in the Civic. The bottle holders in the door pockets for instance, are more usable as they have nothing that gets in the way. We also prefer the round cup holders than the square ones in the Cerato.

The Civic’s practicality winning streak continues in the boot as well, with it boasting a sizeable 449 litres of space, some 21 litres larger than the Cerato’s 428 litres. Not just that, the Honda also has a proper secondary storage tub under the boot floor, while the Kia only has an under floor partitioned tray for extra storage.

While both cars offer good interior space for all occupants, the Civic is slightly ahead in cabin comfort, with the front seats feeling plusher and more cocooning. There’s also a tad more legroom in the back. However, the Civic has a bulkier centre floor hump.

Tech and Safety

In terms of technology and connectivity, essential features such as built-in satellite navigation, Android Auto and Apple CarPlay support, Bluetooth and wireless phone charger are all included in both cars. The Cerato does have a bigger 10.25-inch centre touchscreen, compared to the 9-inch touchscreen in the Civic. Both car’s infotainment systems are intuitive, though the Civic’s larger on-screen buttons are easier to operate on the move.

The Civic’s higher price tag buys you a few niceties that you don’t get in the Cerato, including an instrumentation cluster that combines a customisable 7-inch digital display with a physical speedometer gauge. The Cerato uses a more conventional dual gauge cluster with a centre multi-info display. You also get a quality 11-speaker plus a subwoofer Bose premium audio system in the Honda, versus the Kia’s 8-speaker JBL setup. Neither cars are fitted with head-up display, which isn’t expected in the Kia but certainly is in the higher priced Honda. The lack of a sunroof in the latter is also questionable at this price point.

Both cars are comprehensively equipped when it comes to safety. Adaptive cruise control, autonomous emergency braking, lane departure alert, blind spot monitor, rear-cross traffic alert, reversing camera and vehicle stability control are all standard fitment. The Civic goes a step further by throwing in speed sign recognition and 360-degree surround view camera.

Performance

Powering the Civic is a 1.5-litre turbocharged four-cylinder petrol engine developing 131kW and 240Nm, the latter available from 1700-4500rpm. The engine is paired with a CVT automatic driving the front wheels.

In comparison, the Cerato utilises a slightly larger 1.6-litre turbocharged four-cylinder petrol engine. Rated at 150kW and 265Nm it has more power and torque than the Civic. The torque also arrives earlier at 1500rpm. A 7-speed dual clutch automatic sends power to the front wheels.

While both powertrains have more than enough performance to meet the demands of the daily grind, the feel in which they propel the cars is quite different. The civic delivers a very smooth and polished driving experience, thanks in part to the CVT. Now we know the CVT is often associated with a dull and rubbery driving experience but the one in the Civic is quite the opposite. It’s discrete and quiet under normal driving, yet responsive and direct when you put your foot down. It’s a fine example of a well calibrated CVT.

The Cerato’s drive is more sports biased. The punchier engine combines with the quick shifting dual-clutch auto to deliver a crisp, athletic driving feel. It may not be as refined as the Civic, but its warm hatch-like performance is surely more enjoyable when the road is right.

And it’s not just the powertrain that delivers spices, the firm suspension setup endows the Kia with some genuinely sharp handling as well. That’s not the say the Honda is sappy, far from it. It’s still as competent and dynamic, albeit more refined and less hyper in its responses.

The firmly sprung Cerato only likes smooth roads, as rougher patches and imperfections get transmitted straight to the cabin with little suppression. It’s taking on a bit too much sporting flavour, which is unnecessary for a daily hatch.

The Civic, on the other hand, rides with excellent compliance, with bumps and ruts rounded off nicely. It’s also quieter than the Cerato thanks to better insulation from road and wind noise.

Running Costs

Both cars are inexpensive to fuel, as they chew on regular 91 RON fuel. However, the Civic will also yield more savings at the bowser, averaging just 6.7L/100km at the end of our week-long test, which is not far off the rated 6.3L/100km. The Cerato is inherently thirstier with its larger engine, reporting an average of 8.1L/100km against the rated 6.8L/100km.

There’s also a stark difference in terms of maintenance and warranty. The Civic is backed by a 5-year factory warranty, while the Cerato gives further assurance with a 7-year warranty. Both warranties have no cap on kilometres.

Service requirements are identical for both, at 10,000km or 12 months, but the Civic is a lot cheaper to maintain (surprisingly) with each trip to the dealer capped at $199 for the first five visits. The Cerato’s servicing costs almost double that, at $378 per visit.

Verdict

If you’re in the market for a well equipped daily hatch with sporty looks, both the Civic VTI-LX and Cerato GT are some of your best options. The Cerato, in its top-spec guise tested here, represents good value for what it has to offer, bringing with it athletic performance and a sporty interior. At the other camp, the Civic does cost almost ten big ones more than the Cerato, but it justifies that with a more refined driving feel, upmarket looks, better tech and lower long term running costs.

The Civic is a better car, no doubt. But the Cerato’s value is hard to ignore. For us, we might just stretch the budget a little and go for the Honda.

Pricing and Specification

The post 2023 Honda Civic VTi-LX vs Kia Cerato GT Comparison Review appeared first on ForceGT.com.

The fastest and most powerful Kia model is now an electric vehicle. The Kia EV6 GT is not just the new range topping model for the EV6 range, it’s also the company’s new halo sports model.

A front motor delivers 160kW, paired with a rear motor that pumps out 270kW. Combined, the fully electric drivetrain produces 430kW and 740Nm, good for a 0-100km/h sprint time of just 3.5 seconds, en route to a top speed of 260km/h.

This level of performance places the Kia EV6 GT in the same league as sports EV like the Tesla Model 3 Performance and BMW iX.

To prove that, what’s better than putting the EV6 GT through its paces at the notorious Nurburgring circuit? YouTuber L’argus has done just that, with the action captured on video for our enjoyment.

The lap wasn’t perfect, but from those speeds that the EV6 GT managed to do around the bends and on the straights, the new Kia EV flagship can no doubt give the Model 3 Performance a run for its money.

The Kia EV6 GT features a GT body design with green brake callipers and 21-inch wheels wrapped with Michelin Pilot Sport 4S Tyres. The sports tuned suspension features electronically controlled damping to maximise driving comfort and handling balance, while an electronic limited slip differential (e-LSD) at the rear axle improves launching and cornering performance.

There’s also a Drift Mode which when activated sends 100% of torque to the rear wheels to easily achieve sideways drifting with small steering angle. When exiting a corner, power can be distributed to the front wheels again to improve acceleration.

The post Kia EV6 GT tackles the Nurburgring track (onboard video) appeared first on ForceGT.com.

Medium SUVs are hot tickets at the moment, easily eclipsing what used to be the default small cars on buyers shopping list thanks to their versatility, roomy cabin and increasingly generous specification.

One such model is the Mitsubishi Outlander. It is the most impressive model to come out of the Japanese brand in recent years. It won our comparison review against the formidable Hyundai Santa Fe, which is no mean feat as it is one of our favourites since its launch a few years ago.

But now there’s a new contender, again out of South Korea to try and wrestle the crown from the Outlander. They are the hottest medium SUVs in town and we’ve pitched the flagship variants of each model against each other for another battle.

The handsome 2022 Mitsubishi Outlander Exceed continues the diamond brand’s upward trend with a thoroughly modern design as well as roomy cabin. Seven seats are standard across the range except for the entry level ES.

From its neighbour to the west, the fifth-generation 2022 Kia Sportage GT-Line has also been thoroughly refreshed, arming itself with even sharper styling, an upsized cabin and plenty of technology to keep any millennials satisfied.

Strictly speaking however, the 2022 Mitsubishi Outlander Exceed isn’t the range-topper (the Exceed Tourer is), though you’ll be hard pressed to spot the difference from the outside or even from the inside.

We picked it as its $48,990 sticker is closer to the Kia Sportage GT-Line petrol’s $49,370 for a fairer comparison as opposed to the Exceed Tourer’s $51,490 price tag. All you miss out on are massage seats which isn’t a deal breaker, in our opinion.

On the outside

The fourth-generation 2022 Mitsubishi Outlander is the first all-new Outlander from the ground up in a decade. Featuring the latest interpretation of Mitsubishi’s ‘Dynamic Shield’ front grille, it’s bold, confident, and certainly looks more upscale than the outgoing model or the Sportage.

There are hi-tech LED lights all around except for the indicators, strangely. Side on, the stylish 20-inch alloys fill the black-cladded wheel arches beautifully, while the chrome strip at the bottom of the windows adds a touch of class.

Around the rear, the long and slender taillights give the SUV a wider look to further emphasise those bulging wheel arches.

The first thing you’ll notice about the new Kia Sportage is its size. It looks big. Perhaps it’s the massive front grille or 175mm longer overall length, but the Sportage is actually a tad shorter (-50mm) and lower (-85mm) compared to the Mitsi.

It, too, has all round LEDs lights including the indicators. And while looks can be subjective, the Outlander does look classier to us while the Sportage has a more intrepid and youthful design.

On the inside

Like the exterior, the Outlander’s interior is a major step up from its predecessor. The standout feature is of course the textured diamond-shaped leather stitching on the seats and door cards that not so long ago was only found in expensive Bentleys.

Its dashboard is clean, contemporary, and well laid out while a crisp fully digital instrument cluster also makes its debut. Displaying 12.3-inch, it’s more customisable than the Sportage’s similarly sized display, including a full map display in navigation mode.

Its 9.0-inch infotainment display is however, smaller than the Sportage GT-Line’s 12.3-inch but it supports wireless CarPlay (wired in the Sportage). It works fine if a little laggy and temperamental at times.

But there’s no denying the Sportage’s massive curved dual screen will win the hearts of any technophiles. It’s sharp and modern and we like the infotainment system’s presentation and useability more than the Outlander’s.

You can visit the Mitsubishi website here for the full range and specification.

This aside, the Outlander’s interior presentation is excellent, with high-quality materials and top-notch finish. While the materials in the Sportage is good, its piano black centre console and wide touchscreen is a fingerprint magnet which could be annoying.

Both cars get leather appointed seats (part suede in the Sportage) with power adjustment and memory function for the front seats, along with heating and cooling. The seats are comfortable in both front and second rows, with good adjustability between steering wheel and seats.

Ergonomics are good in both cars, though the Outlander wins with easy-to-use climate control knobs against the Sportage’s touch interface.

Interestingly, one of the Outlander’s unique selling points – its 7-seat layout – is also the reason behind its tighter second row compared to the Sportage’s commodious offering. It’s still comfortable back there with reclining backrests but taller passengers might find legroom a little lacking. Meanwhile, its third-row is best left for kids or smaller stature adults.

When used as a five-seater, the Outlander’s 478L boot is also down on the Sportage’s 543L capacity. It expands to 1,461L with all rows folded flat against the Kia’s voluminous 1,829L.

Visit the Kia website here for the full specification.

Safety

A full suite of active safety technology is available on both models. These include:

• Autonomous emergency braking
• Lane follow assist
• Blind-spot monitoring
• Rear cross-traffic alert
• Adaptive cruise control
• 360-degree camera
• Centre airbag between the front seats

Like other range-topping Kia’s and Hyundai’s, the Sportage also comes with a cool blind-spot camera feed on the 12.3-inch instrument cluster when you activate the indicator.

Under the skin

Powering the Kia Sportage GT-Line petrol is the familiar 1.6-litre turbocharged four-cylinder engine producing 132kW at 5,500rpm and 265Nm at 1,500-4,5000rpm (a 2.0-litre turbo-diesel is also available). It is found under various model in the Hyundai/Kia empire including the Cerato GT-Line and i30 N-Line. Mated with a seven-speed dual-clutch automatic transmission, it channels drive to all four wheels.

It’s a responsive little unit that provides adequate oomph to the 1,643kg Sportage, while the dual-clutch transmission dishes up its ratios appropriately and without much noticeable hesitation at creeping speeds.

It’s relatively muted under most conditions, too, with not much engine noise intrusion into the cabin.

Meanwhile, the Outlander range is motivated exclusively by a 2.5-litre four-cylinder normally aspirated petrol engine developing 135kW at 6,000rpm and 245Nm at 3,600rpm. It drives through an eight-stepped CVT automatic along with Mitsubishi’s lauded and improved Super-All Wheel Control (S-AWC) all-wheel drive system.

And while the all-new 2.5-litre petrol engine may be lacking a turbo, its power output is slightly superior compared to the Sportage although torque suffers a 20Nm deficit. In the real world, this means slightly weaker take-off and mid-range but there’s still enough punch to manage general overtaking duties.

This is accomplished thanks to the CVT which keeps the engine operating at its optimum power band while maximising fuel efficiency. Unlike older generation CVTs, the Outlander’s unit hardly flares the revs and behaves almost like a conventional torque converter transmission. The ratios are locked and stepped under hard acceleration to give a more natural feel.

Both cars feature on-demand all-wheel drive deployed predominantly through the front wheels.

On the road

On the handling front, there’s not much that separates the Outlander from the Sportage. We’ll happily take both on a long drive though the Sportage is the quieter and more refined of the two in terms of engine noise.

Ride quality is good on both SUVs, too, but the Outlander impresses by ironing out most speed humps and road imperfection nicely even on massive 20-inch wheels.

On more challenging country B-roads, both SUVs exhibit good body control and tight handling though this time, it’s the Sportage that edges slightly ahead thanks to its tighter suspension and sharper steering.

However, the Sportage’s annoyingly large 12.2m turning circle won’t win over many fans, making life difficult when it comes to three-point turns.

In the long run

While the Kia Sportage has one of the longest standard warranties in the industry at 7 years, the Outlander trumps that with a 10 year warranty if all servicing are done at a Mitsubishi dealership. It is worth noting however, that Kia has no cap on the kilometres while Mitsubishi has a 100,000km cap.

Both cars require a visit to the dealership at 15,000km or 12 months, whichever comes first.

In terms of servicing costs, both are offered with capped price servicing but the Mitsubishi costs just under $200 per year for the first five years versus around $500 for the Kia.

On test average fuel consumption for both models are almost a match, too, with the Sportage returning 8.6L/100km and the Outlander 8.5L/100km.

Verdict

 Pricing and Specification

The post 2022 Mitsubishi Outlander vs Kia Sportage Review appeared first on ForceGT.com.

The Kia Carnival has grown from its humble beginning as a cheap and cheerful way of carrying many people to a household name for the segment. Now in its fourth generation, the Carnival continues to make big strides with a bold new design, revamped cabin and improved tech.

Range and Pricing

Like before, the 2021 Kia Carnival line-up consists of four grades, with pricing starting from $46,880 for the entry-level S petrol model and stretching to $66,680 for the range-topping Platinum Diesel.

2021 Kia Carnival pricing (excluding on-road costs):

S Petrol Auto – $46,880

Si Petrol Auto – $52,380

SLi Petrol Auto – $56,880

Platinum Petrol Auto – $64,680

S Diesel Auto – $48,880

Si Diesel Auto – $54,380

SLi Diesel Auto – $58,880

Platinum Diesel Auto – $66,680

Exterior Design

Making a vehicle as large as the Carnival look interesting is no easy task, but Kia has done an incredible job here. The new Carnival is one of the boldest and smartest looking people mover around, thanks to its contemporary approach to styling and harmonious blend of sculpted surfaces and strong lines.

The front fascia makes strong visual statement with a large grille that extends into the headlights, while the rear catches the eye with a full width taillight.

The A and D pillars are blacked out to reduce visual bulk, while the C pillar features subtle crystal-like texture on its surface for added appeal.

Neat detailing sees the rear door rail concealed within the shoulder crease and the rear wiper cleverly integrated into the roof spoiler and hidden out of view when not in use.

SUV-inspired elements are evident as well, such as the metallic lower skid place and roof rails.

Depending on grade levels, wheel sizes range from 16 to 19 inches, with the latter finished in black and fitted exclusively to the range-topping Platinum trim tested here.

Interior Design

Like the bulky exterior, the vast cabin serves as a blank canvas for creativity to flourish. And Kia has again delivered. Inheriting design elements from the Sorento SUV, the Carnival’s interior still manages to look interesting with a good but restraint mix of trimming.

The mostly grey dashboard is lifted with deep gloss black trimming on the centre console and steering wheel spokes, as well as aluminium-look inserts on the air vents, buttons and knobs.

The same gloss black trim pieces are also applied to the upper door cards and door switch surrounds.

In range-topping Platinum guise, the well-presented interior combines with full leather upholstery (synthetic) to radiate a property premium, VIP vibe that is quite a major step up from the previous interior.

Space and Practicality

When you think the previous Carnival could not get any bigger, this new model has grown in almost every dimension. It’s now 40mm longer at 5155mm and 10mm wider at 1995mm. The added length has allowed the wheelbase to be stretched by some 30mm, liberating even more interior space.

In terms of cabin space, the new Carnival plays at the top end of the segment, with unrivalled space for up to eight adults, including those seated in the third row. The second-row seats can be slid forward to free up more space for the third row if needed, and with a simple pull of a lever the second-row seat back tilts forward to free up a generous passage to the rear seats.

All seats offer good comfort for long trips, with the outboard second row seats also featuring drop-down armrests.

As a people mover, few cars come close to the Carnival in terms of spaciousness and comfort.

Where things can be improved though, are in cabin storage. Make no mistake, the Carnival has all the usual storage bins and compartments that you’d have come to expect in a modern family car, including sizable cup and bottle holders, centre storage bin and glove box, but a large people mover should offer more.

For instance, the rear doors lack door pockets, and perhaps the front seat backs could do with a drop-down tray for the second-row passengers. The elevated centre stack at the front could also do with additional storage underneath, or some side pockets.

It’s understandable why these were omitted though, and it’s because of the notion of style being disrupted by having too many practical elements. The designers’ quest for style prevailed over practicality in this instance.

When it comes to cargo space, the Carnival shines once again, offering best-in-class boot space of 2,785 litres with the third-row seats folded. Even with the third-row in use, there’s still a voluminous 627 litres of available space.

The boot lip is now 26mm lower than before, making loading easier.

Technology and Connectivity

All variants bar the entry-level S model get a widescreen 12.3-inch touchscreen infotainment system with built-in satellite navigation, DAB+ digital radio and support for wired Apple CarPlay and Android Auto connectivity.

The touchscreen dispenses high clarity graphics and its intuitive menu structure can be operated with smartphone-like swipe and pinch gestures, though in map view some on screen buttons are too small to be operated safely while on the move.

Strangely, only the lower-spec 8-inch screen in the base S model supports wireless Apple CarPlay and Android Auto.

The base S model gets 6 speakers as standard, while Si and SLi variants have 8 speakers. Top-spec Platinum grade is equipped with a punchy 12-speaker Bose premium surround sound system.

The range-topper is also fitted with a whole lot of other goodies including a wireless phone charger, twin electric sunroofs, heating for the steering wheel and first and second row seats, ventilation and memory adjuster for the front seats, and retractable window blinds for the second and third row seats.

It’d really complete the wish list if the Platinum had also come with a head-up display (HUD).

Powertrains

Like before, the Carnival is offered with two powertrain options – both newly developed. The 3.5-litre V6 petrol engine has increased in displacement from the previous 3.3-litre unit. It now produces 216kW of power at 6400rpm and 355Nm of torque at 5000rpm, a gain of 10kW and 19Nm. Despite the larger engine, fuel economy has improved 10 percent to 9.6L/100km.

The 2.2-litre turbo diesel has the same displacement as the unit it replaces. It develops 148kW of power at 3800rpm and 440Nm of torque from 1750-2750rpm. The figures represent just 1 extra kW over the old unit, but fuel economy has improved to 6.5L/100km from the previous 7.6L/100km.

Both engines are paired with an eight-speed torque converter automatic and drive the front wheels.

Performance

The Platinum grade tested here was the diesel variant and one thing obvious after only a few kilometres into the drive was just how much smoother this new oil burner is compared to the old.

The new level of refinement is very much welcomed as it means diesel clatter is kept mostly at bay and on cruise one could almost mistaken it as a petrol unit.

Performance is right up there as well. While it may not have the throttle sharpness of a petrol, there’s good linearity in power delivery, and the strong low to mid-range torque does help get the two-tonne behemoth up to speed relatively quickly.

Fully loaded with eight passengers plus some luggage, the Carnival diesel continues to work hard in getting things moving along swiftly, with it hardly ever feeling bogged down.

At the same time, the eight-speed auto hustles along discretely in the background without bringing much attention to itself.

Driving Impression

The previous Carnival triumphed on its car-like handling but exhibited a little too much roll in corners. This new model continues that car-like feel but without the wallow. The Australian tuned suspension plays a large part in tightening up the Carnival’s dynamics on our unique roads without sacrificing comfort.

The Carnival is a large vehicle, but it feels quite the opposite to drive. The steering is light and easy and the brakes are strong enough to rein in speeds.

For any people mover, comfort is paramount, and the Carnival is no doubt one of the most comfortable ways to transport people over long distances, thanks to a compliant suspension smoothing out much of the road’s imperfections. Road and wind noise is also noticeably less in the new car compared to the old.

Warranty and Ownership Costs

In a Kia review, it’s hard not to talk about warranty. With a standard factory warranty of 7 years uncapped by kilometres, Kia has one of the longest warranty periods in the market. It’s backed by 1 year of complementary roadside assist, renewed for an additional year (up to a maximum of 8 years) each time a service is done at a Kia dealer.

Servicing interval is at 12 months or 15,000km, whichever comes first. Capped price servicing is available at a cost of $520 per service, for a total of $3,640 over 7 years.

Verdict

2021 Kia Carnival Pricing and Specification

The post 2021 Kia Carnival Review – Platinum Diesel appeared first on ForceGT.com.

The already saturated city crossover segment has welcomed yet another player. Arriving fashionably late, literally, the new Kia Stonic is set to shake up the segment with its striking and tasteful looks.

“European styling with youthful character”, reads the Kia Stonic’s media release. And it’s not a false claim. If it wasn’t for the Kia badge, the Stonic wouldn’t look out of place on the showroom floor of a European marque.

But it’s not as if the Koreans have just taken a page out of Volkswagen’s or Peugeot’s book and created a mesh up of continental accent. The silver rear bumper garnish with integrated non-functional exhaust tips aside – which resembles those from Mercedes-Benz SUVs – the Stonic’s styling is largely original. And in range-topping GT-Line with its gloss black accent and black roof, it looks appropriately premium, too.

While the Stonic’s connection to the Kia Rio (sharing the same underpinnings) may not be apparent in the exterior, it’s all revealed on the inside. Carried over almost unchanged from the Rio, the interior is well laid out and functional with minimal clutter, but its generic design is not quite a match for that confident exterior, save for the seats which have a European design flair (GT-Line).

The mostly monotoned cabin does score highly in practicality, however. There’re large bottle holders on all doors, along with cup holders in the centre console. Storage compartments are plenty as well, including a decent size glove box, phone compartment under the centre stack and storage under the centre armrest.

The boot measures 352 litres in capacity, which is about average for its class. Fold the 40/60 split rear seats and the space expands to a generous 1155 litres. The boot lip is rather high, however, making loading large, heavy objects into the boot a little more challenging.

Cabin comfort and space is one of the best in class. The seats are comfortable, with the front ones also offering good support. There’s plenty of room for the front occupants to get comfortable with, while those seated in the rear also enjoy decent leg and headroom. The large windows let into the cabin a good amount of natural light, adding to the sense of space.

In terms of technology and connectivity, all Stonic models come standard with an 8-inch infotainment touchscreen which is both easy to use and responsive to the touch. Apple CarPlay and Android Auto connectivity is standard feature, though strangely, it’s wireless only in the base S trim, with upper spec Sport and GT-Line variants still requiring a cabled connection. The upper spec models get built-in satellite navigation as standard.

Safety is taken care of by essentials such as Automatic Emergency Braking (AEB), Lane Keep Assist (LKA) and six airbags, but the lack of Blind Spot Monitoring and Adaptive Cruise Control in the top-spec GT-Line model is questionable.

The two powertrain options are a 1.3-litre normally aspirated four-cylinder petrol developing 74kW and 133Nm, and a 1.0-litre turbocharged three-cylinder petrol producing 74kW and 172Nm. The latter is exclusively offered in the GT-Line.

If budget permits, the 1.0L forced fed three-pot is the pick, which means digging deeper for the GT-Line spec. While it makes the same amount of power as the atmospheric 1.3L, it’s spread out across a wider rev range – 4,500 to 6,000rpm. The stronger torque also arrives much earlier at 1,500rpm and hangs around until 4,000rpm.

The result is an engine that pulls stronger right from the get-go, delivering a much better driving experience, especially around city. The engine is paired with a 7-speed dual clutch gearbox, which aids in efficiency and power delivery. It’s quick to downshift when more power is called for, though up shift can be quicker in Sport mode. There’s also a slight hesitancy in take off at times but it’s not very noticeable.

A three-cylinder engine is not always the most refined engine naturally, but the Kia unit is mostly smooth on cruise and low load. Under normal driving condition it’s hard to tell that it’s a three-pot. In fact, it’s even more refined than some of the four-cylinder engines out there.

The combination of the pint-size turbo engine and twin-clutch gearbox really does yield good fuel economy, with a tested real-world average of just 6.9L/100km after about 300km of mixed urban and freeway driving.

While the styling and powertrain may have European flavour, the handling is tuned for Australia, according to Kia anyway. What this means is that the Stonic feels dynamic around the bends yet compliant on average roads, delivering a fine balance between ride and handling. Grip level on tarmac is good, too, considering its front-wheel drive nature (there’s no all-wheel drive option).

In a Kia review, it’s hard not to talk about warranty. With a standard factory warranty of 7 years uncapped by kilometres, Kia has one of the longest warranty period in the market. It’s backed by 1 year of complementary roadside assist.

Verdict

2021 Kia Stonic Pricing and Specification

Competitors: Nissan Juke, Toyota Yaris Cross, Mazda CX-3, Honda HR-V, Volkswagen T-Cross, Hyundai Kona, Peugeot 2008, Subaru XV, Mitsubishi ASX, Ford Puma

The post 2021 Kia Stonic GT-Line Review appeared first on ForceGT.com.

Four years ago, Kia wowed us with its low slung, 4 Series Gran Coupe-sized five-door ‘liftback’ Stinger flagship. It did amazing wonders in giving the brand much kudos beyond what its hatchbacks and SUVs were capable of.

It was the first rear-wheel drive car the Korean brand has ever produced. Developed under the watchful eyes of ex-BMW M Division chief, Albert Biermann, the Kia Stinger was a handsome, attention-grabbing driver’s car that showcased the brand’s capabilities. Best of all, you don’t need to take out a mortgage for it.

It arrived just when the local heroes (we’re looking at you, Holden Commodore and Ford Falcon) decided it was all too hard, packed up, and left.

And while the segment was never what it used to be, there was still life left and the Stinger took full advantage of it, impressing punters and selling in decent enough numbers to keep local bosses happy.

Four years on, Kia’s performance sports sedan has been refreshed and revised with a raft of safety and convenience features to keep it up-to-date. The boost in equipment means prices have gone up by between $740 on the GT-Line (now $57,230 RRP) to $2940 on the 330S tested here (now $53,330 RRP). The popular Stinger GT has gone up by $2770 to $63,260, while the entry-level 220S is up by $2160 to $49,550.

Some might exclaim in horror at those prices but to get a comparable rear-wheel drive sports sedan from the premium marques will set you back by $15k to $20k.

Of course, what it lacks in badge kudos is made up with spades of equipment and Kia’s unbeatable seven-year warranty.

Building on the Stinger’s previously awarded 5-Star ANCAP safety rating, new and upgraded safety technology for the 2021 model includes improved AEB with Cyclist Detection and Junction Assist, the latter utilises the front camera and radar to apply the brakes if danger is detected while turning across oncoming traffic.

Kia has also upgraded the Stinger’s Lane Keeping Assistance with Road Edge Detection that steers the large sedan back to its lane if it wonders off towards the road edge.

All these are on top of standard fare such as ABS, ESC, Vehicle Stability Management, rear-view camera, rear parking sensors, driver attention alert and seven airbags.

What’s missing on the 330S however, are Blind-Spot Collision-Avoidance Assist and Rear Cross-Traffic Collision-Avoidance Assist, both of which are standard on the more expensive GT-Line and GT. Similarly, the novel Safe Exit Warning, which warns passengers visually and audibly if they attempt to open the doors with traffic approaching from the rear is only available on the GT’s.

On the styling front, we have always been big fan of the Stinger’s design. The subtle facelift only enhances what is already a handsome design; in particular the new rear LED taillights that now come with a distinctive and classy light signature that extends the full width of the vehicle.

Meanwhile, the new turn signals feature 10 individual LED units on each side, arranged in a grid pattern that Kia say represent the chequered flag.

Up front, the 330S now gets new reflector-type LED ‘combination’ headlights with Porsche-esque daytime running lights that look more premium than before. Its front bumper has also received a slight revision with vertical air intakes that all up, give the car an even more upmarket look.

The 330S rides on 18-inch wheels instead of the 19s fitted to the GT-Line and GT. The fresh design is also an improvement over the old wheels, behind which hide a set of 350mm clamped by 4-piston caliper Brembo brakes.

Stepping inside, the Stinger’s already pleasant and aerospace inspired cabin is largely carried over (which isn’t such a bad thing), with the most notable upgrade to the interior being the larger 10.25-inch touchscreen (up from 7.0-inches) with embedded sat-nav, Apple CarPlay and Android Auto connectivity and frameless auto-dimming rear view mirror.

However, unlike newer generations of Kia/Hyundai’s infotainment system, both Apple CarPlay and Android Auto are of the wired variety instead of wireless.

The larger screen also brings Kia/Hyundai’s latest software with pleasingly modern and crisp graphics. The screen itself is almost as responsive as a smartphone and the widescreen format means you can display multiple apps all at once, navigation and music.

The car’s Bluetooth can also now be connected to multiple smartphones at the same time; conveniently handy if you have a personal as well as work phone.

While you won’t find the snazzy digital instrument cluster that’s standard on the new Sorento in the Stinger, the 330S’ previous 3.5-inch mono-TFT driver’s information display has been replaced with a larger and more advanced 4.2-inch colour-TFT cluster with improved clarify and a wider range of information displayed, including a G meter.

The Stinger’s detonator-style Smart Key also adds a remote start function that lets you fire up the engine to get the climate control running before you hop in.

Interior built quality continues to impress, too, with soft touch surfaces on most of the dashboard surface with the exception of some hard plastic low down on the centre console.

Drop into the sculpted and comfortable driver’s seat and you’ll discover it’s mounted reasonably low to fit its sports sedan brief. It’s easy to find a comfortable driving position, too, thanks to the reach and rake steering column and 8-way power adjustable driver’s seat.

At the back, there’s decent legroom and more headroom that you’d expect from the plunging roofline. There’s a pair of air vents but no separate rear climate control. Those with little ones will also be pleased with the 3 child restraint anchorage points, along with 2 ISOFIX positions.

There are two 12V power outlets – one in the front console and one behind the centre console, along with a couple of USB ports.

Storage is well catered for, too, with 2 cup holders up front and 2 at the back, along with a similar number of bottle holders on the doors.

Lifting up the manual tailgate reveals a 406L boot space, which can be expanded to 1,114L by flipping the rear backrests. However, they don’t fold completely flat, not uncommon in a vehicle of its ilk.

At the heart of the Stinger is Kia’s familiar and awesome 3.3-litre twin-turbo V6 that sees a slight climb in power to 274kW (from 272kW), thanks to the new variable sports exhaust with larger exhaust tips that replaces the Australian-developed bi-modal unit of the superseded model. Torque remains unchanged at 510Nm.

It continues to drive the rear wheels via a shift-by-wire type eight-speed torque-converter automatic transmission and a limited-slip differential. Kia claims the 330S is capable of sprinting to 100km/h from a standstill with launch control in 4.9 seconds – it’s fast.

It’s a muscular and relaxed unit that matches well with the Stinger’s grand tourer disposition.

While it doesn’t have the classic V8 growl Commodore and Falcon fans are used to, it does put a big wide grin on your face the moment to hit the start button. The car awakens with a throaty exhaust note that hints at what’s under the bonnet.

Floor the accelerator and the Stinger deliver its kilowatts in fluid urgency with hardly a moment of hesitation, the eight-speed automatic snapping into gear rapidly.

The 225/45 R18 Continental ContiSport Contact 5 tyres deliver good grip and it feels planted on the road, though if you’re impatient by asking too much too soon, its rear will get a little playful. However, the well-calibrated stability control does step in to keep things from getting unruly.

There are five drive modes to choose from – Comfort, Eco, Smart, Sport and Custom. While they are pretty self-explanatory, in reality, there isn’t a great deal of distance between them.

You start in Comfort which does what it says. We didn’t spend much time in ‘Eco’, as it stifles all responses in an effort to save fuel. ‘Smart’ is supposed to learn your driving style and adapt to it, but we didn’t notice much difference. ‘Sport’ firms up the steering and hang on to revs a little longer.

‘Custom’ allows you to pick and choose from the menu. Our favourite is steering in Comfort, while engine in Sport.

No matter which mode you choose, the Stinger 330S’ steering is well-weighted and responsive, while its well-judged, fixed rate suspension soaks up most ruts and bumps far more effectively than we’d expect from a sports sedan. The Brembo brakes have good pedal feel and do a good job is washing away speeds.

Kia claim the 330S will return 10.2L/100km in combined fuel consumption. Our real-world test saw the trip computer advising 10.6L/100km, not bad for a 1,831kg sports sedan.

The Stinger is covered under Kia’s capped price servicing regime which cost $4,243 over seven years. It requires an annual visit to the dealership or every 10,000km, whichever comes first with servicing costs ranging from $350 to $952 for a major service.

Verdict

2021 Kia Stinger 330S Pricing and Specification

The post 2021 Kia Stinger 330S Review appeared first on ForceGT.com.

The fifth-generation Kia Sportage has been officially unveiled today. Boasting a completely redesigned body, the new 2022 Kia Sportage opens a new interesting chapter in the company’s SUV design.

The mid-size SUV features a bold new front fascia that is sure to set its own identity amongst the saturated medium crossover segment. Making visual statement is the black textured grille stretching across the width of the fascia and neatly incorporating Kia’s modern signature Tiger Nose grille motive. Joining the grille are distinctive boomerang-shaped daytime running lamps, which in turn create solid boundary lines for the headlamps.

The side features taut lines cutting across sculpted body panels. Representing a first for the Sportage range, a black roof is now available with the new model, helping to accentuate the sporting profile.

At the rear, the all-new Sportage continues its strong road presence with broad shoulders and swooping fastback design that flows into the tail lamps. The razor rear lamps are connected by a slim horizontal design, giving the new Sportage a wide stance from the back.

The confident and contemporary design continues on the inside, with the dashboard completely restyled with an integrated curved display taking centerstage right in front of the driver. Sweeping across the cockpit giving a sense of width and depth, the sculpted display consists of the fully digital driving instrumentation display and centre touchscreen.

Kia claims the new Sportage boasts vastly improved interior materials, with dynamic and vibrant colour options available for the interior trim to lift cabin ambience.

While Kia has stopped short of confirming powertrain specs, we can expect the new Sportage to share the same engine and transmission line-up as its closely related cousin – the Hyundai Tucson.

This means a new 2.5-litre naturally aspirated four-cylinder will replace the current 2.0-litre engine. Coupled to an 8-speed automatic transmission, it will produce 141kW and 246Nm, up from 122kW/205Nm.

The 2.0L atmospheric engine will be joined by a 1.6-litre turbocharged, hybrid petrol engine that produces a combined output of 171kW and 348Nm of torque and uses Continuously Variable Valve Duration (CVVD) technology that manages valve opening duration for optimal power, efficiency and emissions.

Like the Tucson, the Sportage is also expected to introduce a plug-in hybrid (PHEV) model further down the track.

For the first time in the Sportage’s history, a bolder model has been introduced. The all-new Sportage X-Line features a unique bumper, side sill and curved roof rack. On the inside, customers can choose between a signature sage green or black seating, as well as bold quilting and black metal wood to further bring to life the model’s confident persona.

Due for global market launch later this year, more information on the all-new 2022 Kia Sportage will be made available in due course.

The post 2022 Kia Sportage heralds brand’s new chapter in SUV design appeared first on ForceGT.com.

The seven-seater SUV is not just the ultimate definition of a modern family car, it is – arguably – the definition of a car. Not only is it tasked with the huge responsibility of hauling the family safely from A to B, but it also needs to offer plenty of space, have the latest technology, look stylish and drive well. It is a car for everyone, all occasions, and all conditions.

If you have been watching this space for a while, you would have noticed two standout performers, not exactly for their merits, but for their tremendous improvement and advancement over the years. The Hyundai Santa Fe and Kia Sorento started out as lowly, budget alternatives to more established nameplates like the Toyota Kluger and Nissan Pathfinder. But in the space of just two decades, the Korean pair have transformed and are now head and shoulders with their Japanese counterparts, both in terms of product and pricing.

So, if you think it is time you move on to one of these, you will be asking which is the better SUV? We have gathered the Santa Fe and Sorento to answer just that.

Range and pricing

The current fourth-generation Hyundai Santa Fe has been around since 2018, though it was given a refresh in late 2020 to maintain appeal. The range encompasses four trim levels, with price ranging from $44,700 to $65,200 before on-road costs, and each grade available in either front-wheel drive petrol or all-wheel drive diesel variant. We drove the $65,200 range-topping Highlander all-wheel drive diesel variant.

The all-new fourth-generation Kia Sorento is newer than its rival, having just arrived in late 2020. The pecking order mimics that of the Santa Fe, with four available grades and each offered with either front-wheel drive petrol or all-wheel drive diesel. The prices are similar as well, with the range kicking off at $45,850 and stretching to $63,070 before on-road costs. For a fair comparison, we tested the $63,070 top-spec GT-Line all-wheel drive diesel model.

One thing to note is that both the Santa Fe and Sorento are based on the same platform and share the same drivetrains. This is because both Hyundai and Kia are owned by Hyundai Group.

On the outside

The fourth-gen Santa Fe has always looked the part. Its elegant lines and classy touches give it an upmarket look, while the split headlights and large grille lend it plenty of road presence. The proportions are spot on, too.

The update sees the Santa Fe getting a fresh new front fascia with wider grille that extends out to the headlamps and a revised bumper. The rear gets restyled taillights and bumper. Upper spec models like the Highlander have colour coded lower bumper and wheel arch cladding, adding to its premium look.

Compared to its rival, the new Sorento has taken on a sportier and more rugged approach to styling. The design is edgy and contemporary, with a sophisticated undertone. In fact, the latest Sorento is quite a design triumph. It is arguably one of the sharpest looking SUV in the segment.

The Sorento is some 40mm longer and 10mm lower than the Santa Fe, and so it looks sleeker and less upright than its counterpart.

In range-topping guise, both SUVs are equipped with full LED exterior lighting and rolls on 20-inch alloy wheels.

On the inside

The Santa Fe’s interior has largely remained the same as before, with the biggest updates being the new 10.25-inch widescreen infotainment touchscreen display on the dashboard, and the 12.3-inch full LCD instrument cluster. The centre console has also been revised, with the raised design mimicking that of its bigger brother, the Palisade. The steering wheel is also new, so are the door switches.

In line with the updated exterior, the new Santa Fe cabin feels plusher than before, with improved materials and greater warmth. And yet, the Sorento managed to do better.

Kia has not only nailed the new exterior, but the interior, too. The new dashboard is modern yet functional, with more glamour and richer details than that in the Hyundai. The high gloss piano black trimming looks expensive, contrasted perfectly with polished aluminium-look inserts throughout. The dual-channelling air-con vents are clever yet pretty. Even the 12.3-inch digital instrumentation that uses the same hardware as that in the Santa Fe has a much better gauge and graphic design. The silver-themed gauges used in the Hyundai just look too bright at night, and there is no option for night mode.

The Sorento also shares its 10.25-inch centre touchscreen with the Santa Fe and both systems have very similar interfaces and menu structure. With support for smartphone-like swipe and pinch gestures, they are both easy to navigate around, though some on-screen buttons are too small and the far left of the screen can be a bit of a stretch for shorter drivers. Apple CarPlay and Android Auto are supported, but they do not work wirelessly (yet). Mobile phone wireless charging pad and head-up display are also fitted to both vehicles.

The quilted leather seats in both SUVs look amazing, but it is those in the Hyundai that deliver greater comfort levels thanks to better contour and slightly softer headrests. Passenger space is generous in both cars, with similar legroom and headroom on offer. What is different is in the boot, where the longer dimension of the Sorento affords 57 litres more cargo space than the Santa Fe with all three rows of seats up, at 187 litres versus 130 litres. With the third row folded, the Kia has a 99-litre advantage, at 616 litres against the Hyundai’s 517 litres. The space can be further expanded in both SUVs by tumbling the second-row seats.

Under the skin

Powering both the all-wheel drive variants of the Santa Fe Highlander and Sorento GT-Line is the 2.2-litre four-cylinder turbo diesel engine that produces 148kW at 3800rpm and 440Nm at 1750-2750rpm. Drive is channelled to all four wheels via an 8-speed dual-clutch automatic transmission.

This diesel engine has been around for a while now, but progressive updates over the years have improved its response, refinement and quietness. On idle and when cruising, the oil burner is muted and there is barely a hint of clatter in the cabin. It only starts to get vocal when revs are piled.

But with that much torque low down in the rev range, there is hardly ever a need to work this thing, except when overtaking. The 8-speed DCT ensures quick gear changes with minimal power loss, further aiding power delivery of the strong diesel engine. And unlike some twin clutch boxes, the Hyundai/Kia wet friction DCT is generally smooth around slow-moving traffic, with no noticeable hesitation in first gear roll off. The ratios are well spaced to harvest the most out of the torquey diesel mill, too.

On the road

There is no denying the sheer size of both vehicles on the road as both weigh in near two tonnes. However, it is not as noticeable as you would expect. Both SUVs feel a lot smaller to drive thanks to tight body control delivering composed handling. The Sorento does feel a tad flatter around the bends due to the firmer suspension set up.

But that tauter underpinnings also deliver a slightly firmer ride in the Sorento, with it not settling as well as the Santa Fe over high frequency bumps. When the roads are smooth and straight though, the Sorento does feel like the mildly more stable cruiser thanks to its longer wheelbase which creates more distance between the front and rear axles. However, road noise is a bit better suppressed in the Santa Fe.

That all said, both SUVs will meet families’ expectation in comfort and day-to-day drivability.

In the long run

The Santa Fe comes with the standard warranty of 5 years, while the Sorento goes one up by stretching the warranty period to 7 years. Both warranty plans have no cap on kilometres.

Sharing the same powertrain, both cars have identical servicing schedule, at 15,000km or 12 months, whichever comes first.

Both cars are offered with capped price servicing, with the Santa Fe capped at $419 per service for the first 5 years or 75,000km, and the Sorento asking $474 for each dealer visit for the first 7 years or 105,000km. This makes the Hyundai the cheaper car to maintain in the long term, despite its shorter warranty period.

In terms of average fuel economy, both SUVs have identical rating at 6.1L/100km (due to identical powertrains). Not only that, but their real-world tested average is also exactly the same at 8.0L/100km. This makes the diesel-powered Santa Fe and Sorento two of the most efficient large SUVs in class.

Verdict

From humble beginnings, the Hyundai Santa Fe and Kia Sorento have grown to become two of the most competent family SUVs in class. Both vehicles are well-made, luxuriously appointed and comprehensively equipped seven-seater crossovers.

Which one should you buy? That all comes down to the ‘flavour’ you are looking for in a SUV.

The Santa Fe is the slightly softer and plusher model, while the Sorento is the sportier and more contemporary alternative. The latter also has a larger boot.

Acknowledging the Santa Fe’s superior comfort, the interior of the Sorento has really done it for us. It looks great and feels sophisticated. We also like the overall styling of the Sorento more. Plus, it has a long warranty period of 7 years, 2 years more than what is offered by the Santa Fe. And for that – and by just a whisker – the Sorento takes the crown in this comparison review.

 Pricing and Specification

The post 2021 Hyundai Santa Fe vs Kia Sorento Comparison Review appeared first on ForceGT.com.

Kia has taken the wraps off its first dedicated all-electric model, the Kia EV6, which also heralds the brand’s new design language.

Looking decidedly handsome, the EV6’s new design has eschewed Kia’s long-running ‘Tiger-nose’ grille, replaced by what the company calls a new “Digital Tiger Face” as part of its new “Opposites United” design philosophy that relies on five key elements – ‘Bold for Nature’, ‘Joy for Reason’, ‘Power to Progress’, ‘Technology for Life’ and ‘Tension for Serenity’.

That’s a lot or marketing jargon but expect future Kia models to adopt this design philosophy in the near future.

Back to the EV6, it will be one of the most stylish EV crossover on the road when it arrives in showrooms in a few years, sporting a coupe-like profile with sharp lines and slim dynamic light patterns.

One of its most striking angles is from the swept-back rear-end, with the LED light cluster extending from one side of the wheel arch to the other.

Inside, Kia says the EV6’s interior boasts “an innovative use of space”, made possible by the new Electric-Global Modular Platform (E-GMP) that made its debut on the Hyundai Ioniq 5.

There’s a two-spoke steering wheel which hosts Kia’s revamped logo, behind which lives a cinematic curved digital screen that spans from the drivers instrument up to the centre.

Like the new Genesis G80, the HVAC controls positioned below the screen uses haptic feedback.

Kia will announce the EV6’s full specs, including range and charging times when it bows in officially this month.

The post Kia unveils sleek 2022 EV6 electric crossover appeared first on ForceGT.com.

I’ve said it before and will say it again. We are living in the best era at the moment (brushing aside the mayhem brought about by COVID-19, of course). You see, there is plenty of performance metal to choose from, from the perennial favourite Golf GTI to the ballistic Mercedes-AMG A45S, we are spoilt for choices. And that’s not all, as hot hatches mature and get even more powerful, a new genre of ‘warm hatches’ are starting to sprout from this fertile ground – case in point? This 2021 Kia Rio GT-Line.

Sitting at the pinnacle of the ever-popular Kia Rio hatch, the GT-Line brings everything you’ll want in a diminutive warmed up hatch that isn’t out of reach for most people. It’s stylish, fun and crammed with enough comfort, convenience and technology to put bigger and more expensive cars to shame.

The fourth-generation Kia Rio made its debut on local shores in 2017 but the 2021 model tested here rocks a few cosmetic changes and technology update to keep things fresh and err, up-to-date.

Priced from $24,490 plus on-road costs, the 2021 Kia Rio GT-Line is up $1,000 over the superseded model but is justified when safety technology such as Autonomous Emergency Braking (AEB), Forward Collision Warning, Lane Keep Assist and Driver Attention Alert are now standard. Our test car also features the optional Signal Red Metallic paint, adding a further $520 to the price tag.

Packed with a feisty little 1.0-litre turbocharged three-cylinder petrol engine, it produces a respectable 74kW at 4,500rpm and 172Nm at 1,500-4,500rpm, and is paired exclusively with a seven-speed dual-clutch transmission that sends power to the front wheels.

Compared to one of its direct rivals, the Mazda2 G15 Evolve, the Rio GT-Line has 19 percent more torque (172Nm vs 144Nm) but around 10 percent less power (74kW vs 82kW).

The gutsy 1.0-litre three-pot isn’t what you’d call powerful but with just 1,197 kg to lug around, it feels lively and agile.

Already a decent looking small hatch when it arrived four years ago, the midlife update enhances the car’s design even further with a more aggressive styling, subtly refreshed LED headlamps, quad LED front fog lights and revised 17-inch alloy wheels.

There are also sporty elements like gloss black wing mirrors, dark chrome surround for the front grille, roof-mounted rear spoiler and dual exhaust tips sprouting out from the GT-Line exclusive rear diffuser to set it apart and add to the sporty vibe.

Step inside and the well thought-out cabin continues to impress. While the fabric upholstery might be a little disappointing for a range-topper, it’s executed with thought and effort, and the contrasting seat piping and pattern on the seatbacks bring some visual flare to the interior, along with the textured, faux-carbon fibre trim on the dash. The manually adjustable seats are comfortable and supportive, too.

The leather-wrapped GT-Line steering wheel feels nice and chunky and comes with an accoutrement of buttons for the stereo and cruise control.

Built quality is generally up to Kia’s excellent standards these days, although the rubber matt in the phone tray appears a little wavey and not stuck on properly.

Its no surprise that Kia has always been rather generous with their equipment and the Rio GT-Line doesn’t disappoint in this regard. Standard equipment includes auto headlights and rain-sensing wipers, rear privacy glass, a swanky new 8.0-inch touchscreen with a 6-speaker audio system, Bluetooth connectivity, wireless Apple CarPlay and Android Auto, keyless entry (no push button start, though), single-zone climate control, sporty alloy pedals and cruise control (non-adaptive).

Storage option is decent, too, in the Rio, with a pair of cup holders up front, a couple more in the second row and bottle holders on all four doors. The central storage bin is decently sized, too, with a lovely soft fabric lid that doubles as a centre armrest for elbows.

Despite its diminutive dimensions, the Rio feels spacious both front and back. The second row especially, is surprisingly spacious for a car of its stature, with good head and legroom, although there are no air vents for the rear passengers – a common trait amongst this class.

There is no wireless charging for your smartphones, either, with a single USB up front providing the sole power source for your devices.

The 60:40 split rear back rests folds down to provide a generous 980L of expanded boot space. This reduces to a still decent 325L when the second row is in play.

Young family with little humans will also be pleased to find the ISOFIX points on the second-row outboards seats, while all three seatbacks are equipped with top-tether points.

But what makes the GT-Line special is its charismatic little three-pot turbocharged petrol engine. While its power output of 74kW is the same as the 1.4-litre naturally aspirated four-cylinder petrol that powers the regular Rio, it brings an additional 39Nm that comes into play from just 1,500rpm and hang around until 4,000rpm.

Dispatched via a generally responsive seven-speed dual clutch transmission, the Rio GT-Line has some proper get-up-and-go, and like most transmission of its elk, it can be a little hesitant on take-off but once on the move, it’s a smooth little unit.

However, some might be slightly disappointed by the lack of paddle shifters (you can still shift manually via the gear lever but that’s somehow not quite as engaging) but left to its own devices, the transmission programming is relatively well sorted – dishing out the right gear most of the time.

The drivetrain comes with three drive modes – Eco, Comfort and sport – that alters engine mapping and throttle response. Eco dampens the responses slightly, while Sport is the opposite, adding some sharpness to the throttle and letting the revs hit a higher peak compared to Comfort.

Interestingly and also annoyingly, the drivetrain defaults to Eco at each restart, rendering the GT-Line feeling a little lethargic until you remember to take it out of Eco a few hundred meters down the road.

I’ve always liked how the regular Rio drives and the GT-Line adds a dose of sportiness to the driving experience. Throw some corners at the little Korean hatch and you might be surprised at how engaging it can be – dashing from one corner to the next with the agility of a Jack Russell. Traction from the 205/45 R17 Continental ContiSportContact 5 tyres is good and the steering isn’t overly heavy in Sport mode, yet is light enough at parking speed. What lacking is better exhaust note but I kept forgetting this isn’t a ‘true’ hot hatch!

Back in town however, the Rio GT-Line’s ride can be a little jiggly on corrugated and pockmarked roads, thanks to the slightly firmer suspension tune and lower profile tyres but isn’t bone shatteringly so.

On the fuel economy front, at the end of our week long test where we subjected the Rio GT-Line to a mix of urban, highway and enthusiastic country road blast, the trip computer returned 7.2L/100km, against Kia’s claim of 5.3L/100km on the combined cycle.

In terms of running costs, the Rio GT-Line needs to visit to the dealership every 12 months or slightly below average 10,000km, whichever comes first. Like Kia’s wider range, the Rio is eligible for the brand’s capped price servicing, costing $3,299 over seven years/70,000km, or an average of $471pa.

Verdict

Competitors: Toyota Yaris, Volkswagen Polo, Skoda Fabia, Suzuki Baleno

The post 2021 Kia Rio GT-Line Review – entertainment in a small package appeared first on ForceGT.com.