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Car Review: 2017 Kia Picanto.

There’s small cars, and there’s micro cars, and those that sort of slot in between. Kia’s Picanto is a small car that defies its external size to offer a well packaged and uncommonly roomy interior, all the while looking like it would fit into the tray of a four wheel drive ute. Private Fleet explores the funky 2017 Kia Picanto, priced at (at the time of writing), $16230 driveaway with metallic paint (Pop Orange on the test vehicle).And when PF says Picanto, it means Picanto. To paraphrase Chief Engineer Scott from Star Trek:The Next Generation’s brilliant episode “Relics”: “There’s no bloody S, no bloody Si, no bloody GT Line”. What you get is a single trim level, a 1.25 litre four, a five speed manual or archaic four speed auto, which is what the test car was fitted with. The little engine that could delivers 66 kilowatts at 6000 rpm and 122 Nm which peaks at 4000 rpm.The fuel thimble holds just 35 litres however fuel consumption for the auto is rated at 5.8L/100 km for a combined cycle. As it’s a city car in intent, figure on 7.9L/100 km around town. If you do decide to drive outside of the big city, it’s rated for 4.9L/100 km. That’s from a dry weight of five kilos under the tonne. We finished on 6.6L/100 km in a mainly city environment and generally with one aboard.

We said it was small. How does 3595 mm long, 1595 mm wide, 1485 mm tall, and a huge (relatively 2400 mm) wheelbase sound? Sounds horrible, right? But it’s that wheelbase increase (up slightly from the previous model) that provides ample legroom up front, enough for reasonable comfort for two adults in the back, and enough shoulder and head room for four without constant body contact. There’s even enough room to slide in 255L of cargo space with the comfortable rear pews up.What’s not small is the ability of the Picanto to deal with varying driving conditions, thanks to the brilliantly Australianised specification for the suspension. Kia’s engineers have tweaked the McPherson strut front and coupled torsion beam rear even further, and what is delivered is nothing short of surprising. It’s fair to expect a small car, riding on 175/65/14 rubber (wrapping steel wheels with alloy look wheel covers) from Nexen, to hop/jump/skip around on anything other than billiard table flat surfaces. Nope. You’ll get a car that’s composed, unflustered, sometimes even displaying indifference to broken or breaking up surfaces. Toss the little machine into a long flowing curve and there’s a subtle shift of balance as the car resettles. It’s nimble, adept, and sure footed.

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Why You Need To Keep Left

… Because you’ll be killed in a head-on smash, that’s why.

OK, let’s clarify a few things here.  Obviously, all of us need to drive on the road so that we don’t bump into other drivers.  When Car A is travelling north at 65 km/h on a road and Car B is travelling southwards at 85 km/h and the road is – whoops, channelled the old-fashioned maths books there for a moment – anyway, how do they keep from bumping into one another? Very simply, in Australia, we have agreed to keep to the left.

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Holden On For The Future: Commodore VXR.

We’re not far from seeing the cessation of automotive manufacturing here in Australia, with Holden, Toyota, and HSV due to wrap up before the end of 2017. Holden will move to fully sourcing cars from Europe and with the sale of Opel to PSA Group, owner of Peugeot and Citroen, have a potentially larger portfolio to choose from. In the interim, however, Holden has provided details of the forthcoming Commodore and that’s a decision that’s divided Holden fans. That decision is to have kept the nameplate of Commodore and not move to something else.
Gone is the SS nameplate and replacing it is VXR. Here are the details.It packs a 3.6-litre V6 engine pumping out 235W and 381Nm, is paired with a 9-speed transmission and adaptive all-wheel drive system boasting torque vectoring technology and a twin-clutch rear differential. Combined with the selectable drive modes, the all-new Commodore VXR blends power with control for ultimate driver engagement. Differentiating the VXR as the jewel in the next-generation Commodore crown, the range-topping model boasts Brembo front brakes and a unique sports set-up allowing drivers to switch between driving modes. Driver-adjustable settings include Continuous Damping Control (CDC), steering, transmission and the adaptive AWD system.

The next-generation Commodore VXR will be on sale alongside the rest of the sedan range, along with Sportwagon and Tourer body styles, in early 2018.NEXT-GENERATION COMMODORE VXR KEY HIGHLIGHTS:

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Private Fleet Car Review: 2017 Kia Cerato Sport.

Car makers have a habit of badging a vehicle and calling it a Sports model. Holden did it with the SV6 Commodore, Ford’s Falcon XR6, Toyota with the Camry and Aurion…generally it’s cosmetic and that’s it. Kia has jumped on the sports wagon and added one to the Cerato family as the 2017 Kia Cerato Sport. It’s priced at $24790 RRP plus metallic paint (Snow White metallic pearl on the test car) at $520.Mechanically you get Kia’s free spinning two litre petrol four. It’s good for 112 kilowatts (6200 rpm) and 192 torques (4000 rpm). It’s a six speed auto in the test car. The ratios see around 2250 on the tacho for the state limit in Australia of 110 kph. Economy is claimed to be, from a fifty litre tank of standard unleaded, 9.9L/100 km for the city, a more reasonable 5.7 L/100 km for the highway, and a combined figure of 7.3L/100 km. Private Fleet saw a best of 6.2L/100 kilometres on a jaunt to the upper south coast of NSW and back.Externally you get a lithe, slippery, sinuously shaped 4560 mm long body with a solitary Sport badge on the left rear, the addition of a small bootlid spoiler above the 421 litre boot, sweet looking alloys and Nexen rubber of a 215/45/17 profile, with the overall look of a wheel and tyre combination failing to look as if they fit and fill the wheelwells. Perhaps 18s and a 50 series tyre would look more as if they’d fill the hole, but at what cost for ride quality? The Schreyer grille is a touch more upright and adds a visible extra toughness.To add to the Sport, you get a black valance for the rear bumper, globe driving lights in the front (no LED driving lights, they’re reserved for the top of the range SLi) and a number of features shared with the models either side, the S and Si, such as front and rear parking sensors, mirror mounted indicator lights, and folding heated exterior mirrors. The headlights slide deep into the fenders and have a white plastic insert that does nothing for lighting but breaks up the look to provide a bit more visual appeal. However, they’re not as sharped edged and attractive as sister car, Hyundai’s Elantra. The rear lights have also been given a slight makeover, with the look now more akin to a Euro style car.Internally it’s standard Kia; great ergonomics, clean layout and easy to read dash and console controls, cloth seats (shared with the S and covered in a harder wearing weave), a man made leather wrapped driver’s binnacle, 2 twelve volt sockets and USB, plenty of leg room inside the 2700 mm wheelbase and shoulder room in the small mid sized sedan thanks to an overall width of 1780 mm. Airconditioning is controlled by old school dials; old school they may be but there’s nothing simpler than a dial with pictures to tell you how hot/cold, how much blowing speed and where it’s going. Naturally there’s Bluetooth and a reverse camera to complement the six airbags plus there’s Apple CarPlay and Android Auto on board.Audio and satnav are controlled via a seven inch touchscreen and it’s here where technology niggles. From Start, the screen shows a warning message and requires human intervention to agree and move forward. I’m not a fan of such a program, whereas a timed delay before reverting to the radio screen would be more appropriate. The satnav is brilliant in look and usage, showing a proper geographical perspective for the surrounding lands, and can be zoomed/expanded via the radio tuning knob on the right hand side.The driver faces a simple two dial layount, with speed and engine rev counter taking pride of place and fuel & engine temperature in two small sectioned locations to the bottom. In between the main dials is the info screen, with servicing intervals, speed, economy, trip meters and more available via the steering wheel mounted tabs. Again, typical, user friendly, human oriented Kia. The dash design overall hasn’t changed much, with the ovoid, curved, look and sweeping vertically oriented lines breaking up an otherwise somewhat slabby black plastic look.The six speed auto in the test car didn’t exhibit anything out of the ordinary nor was it the slickest, smoothest, transmission around. Hesitant and jerky sometimes from low throttle start, sometimes sweet and unfussed, barely noticeable in changes at speed, easily self changing on slight slopes and descents to holding a gear too long on a downhill or uphill run and requiring manual intervention. There’s three dive modes (Sport/Normal/Eco) and only rarely was Sport called upon for it’s quicker shifting. A mixed bag and not one of the best nor worst around and not really deserving of a Sport moniker.

The ride itself though is a delight and shows off the fettling Kia’s engineers have added. It’s well damped in the McPherson strut front/coupled torsion beam rear, with smaller lumps and bumps quickly dialled out, quick rebound from bigger dips and undualtions, however there was a sideways skip occasionally on some unsettled surfaces. The front benefits from uprated springs, adding a poise and nimbleness in turn-in.Tyre pressures were crucial, too, with 36 psi having the Cerato Sport feeling taut, grippy but also a touch skatey in tighter corners. Around 32 psi would provide the ideal balnce for ride and handling. You get a sense of agility, confidence, and tactility though, with a feeling that it’d require some serious issues to lose grip. But the electrically assisted steering is perhaps a little too eager to help, lacking real feedback and communication, with numbness on centre and an artifical weight once wound left and right plus a sense of twitchiness requiring the driver to add in minute corrections as you pedal along.

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Kia Australia Releases Pricing For The Highly Anticipated Stinger.

Kia’s highly-anticipated Stinger performance GT will hit the Australian market with a sub-$60,000 recommended retail price. The Stinger, one of the most highly anticipated cars of 2017, will provide a top-end performer at a realistic price across the full 3.3-litre bi-turbo V6 range. With 272kW of power and 510Nm of torque the Stinger is capable of a launch control assisted 4.9 second 0-100km/h sprint and a low 13 second standing quarter.Starting at $48,990 for the S, through $55,990 for the mid-spec Si and on to $59,990 for the fully-loaded GT, the Stinger brings the style, the refinement and the power usually available only to owners with substantially deeper pockets.”It was critical for us to bring this car to as wide an audience as possible … something I believe we have achieved with the pricing we have been able to settle on,” Kia Motors Australia Chief Operating Officer, Damien Meredith said.“From the outset it was a goal to get a bi-turbo V6 into the market under $50,000. We have done that with room to spare.”Mr Meredith said the decision to announce 3.3-litre pricing ahead of the Stinger’s October arrival was to provide confidence to the substantial number of buyers who have shown faith in putting down a deposit without knowing a final price.”Almost all of the confirmed orders are for the 3.3-litre, so it makes sense to provide those customers with as much clarity as we can while they wait to take possession of their new cars.”Pricing for the 2.0-litre model is in the final stages of being settled and will be released as soon as it has been finalised. Go here to register your interest:Kia Australia Stinger registration

With thanks to Kia for images and content.

Road Rage.

Road rage. Two words guaranteed to trigger responses, raise hackles, flush cheeks, cause divisions and have opinions. But what is road rage? Wikipedia provided a simple, unambiguous meaning: “Road rage is aggressive or angry behavior by a driver of an automobile or other road vehicle which includes rude gestures, verbal insults, physical threats or dangerous driving methods targeted toward another driver in an effort to intimidate or release frustration.”

In NSW we have seen a couple of high profile examples of road rage recently, however it’s a daily occurence for unknown numbers. What do we see? People speeding past; changing lanes with no signal; weaving dangerously across three and four lanes; passing too closely on either side of your car; speeding up to block you out; not allowing you to change lanes or merge on or off the highway; racing other drivers (i.e., two maniacs who think car-handling skills are better than they actually are); roaring up behind as if they might intentionally rear-end you; constant tailgating; horn honking; flashing high beams at your mirror when you are in “their” fast lane; finger flipping; screaming out the window; causing or creating accidents; pulling over to fight; or worse, kill the other driver.

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How Will The Police Force Replace Their Fords and Holdens?

We all know that the Holden Commodore has been an Aussie icon on the roads for quite a few years now.  We’ve also all seen Holden Commodores tricked out as police cars… sometimes a bit too close for comfort and sometimes as a very welcome sight indeed. If you are both sharp-eyed and lead-footed, then the sight and shape of any white Commodore of a certain age is enough to get you easing up on the accelerator and slowing down; the shape is burned into your brain like the shape of a hawk is burned into the brain of a chicken (yes, chickens actually do have brains).

It also appears that the red lion vs blue oval rivalry might be alive and well in the police force, as all the points above also apply to Ford Falcons, including the bit about the shape being burned into the brains of the lead-footed.

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Which Driving Habits are Damaging Your Car

We’ve previously detailed some of the frustrating and pointless driving habits we witness on our roads. But what about the habits that we should be mindful of that have the potential to damage our car. Not only could these habits pose an inconvenience by forcing you off the road, they may also involve costly repairs. Let’s take a look at some of these driving habits.

 

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Private Fleet Car Review: 2017 Kia Sportage Si Premium.

Kia’s Sportage is one of the brands oldest nameplates for the Australian market. From its somewhat rough and ready, if competent, beginnings in the 1990s, it’s morphed into a handsome, bluff nosed, popular machine in the mid sized SUV market.
Available in 2017 as a four trim level range, covering Si, Si Premium, SLi, and GT-Line (formerly Platinum), there’s three engines, one transmission, and two or part time all wheel drive options. Private Fleet takes the entry level but one 2017 Kia Si Premium front wheel drive home for the week. The cost is $31510 with premium paint (a grey hued colour called Mineral Silver) at $520.Sportage comes with a choice of 2.0L petrol, 2.4L petrol, or 2.0L diesel. Power outputs for the diesel and bigger petrol are just a kilowatt apart, at 136 kW and 135 kW respectively. The Si and Si Premium has the 114 kW 2.0L four (plus the diesel is an option for the Si). Torque wise it’s a steady climb, from 192 Nm, 237 Nm (both at 4000 rpm) and a handy 400 Nm (1750 – 2750 rpm) for the oiler. For the Si, Kia says economy is 10.9L/7.9L/6.1L (per 100 kilometres, urban/combined/highway) from the 62 litre tank. Our final figure was 8.4L of unleaded per 100 kilometres in a mainly urban environment. Sizewise it’s well situated in the mid sized SUV bracket, with length at 4480 mm, overall width of 1855 mm, a wheelbase of 2670 mm and a ride height of 172 mm. Spare wheel is a full sized alloy.The sole transmission available is a six speed auto. There’s no paddle shifts available in the Si or Si Premium however there’s the now almost mandatory Sports shift or manual selection via the gear lever. For the most part it’s smooth enough but did exhibit occasional jerkiness and indecision. The auto would also downshift, from sixth to fifth and sometimes fourth under light throttle on slight slopes. On bigger slopes such as the Great Western Highway’s climb up from the river plain, it’s expected it would drop back, and did so easily, plus would hold that gear with only the throttle responsible for rev changes. In normal driving upshifts were slick, quiet, however light throttle on a cold engine seemed to have the cold also annoying the transmission’s electronics, with the hesitancy and judder found in older style autos.Give the Si Premium a solid push on the go pedal and it does drop back easily, as mentioned. What you’ll also get is the mechanical keen from the 2.0L as it winds its way rapidly through the rev range. The 114 kilowatts comes in at 6200 rpm and the engine certainly gives no sign it’ll struggle to reach those numbers. Acceleration is decent enough however there’s a sense that more could be on offer but doesn’t reach the front driven 225/55/18 rubber from Nexen. The 1560 kilogram kerb weight may be one reason. Braking is good, with the 305 mm vented fronts and 302 mm solid rears responding quickly and effectively every time the beautifully balanced and communicative brake pedal is pushed.The McPherson strut front and multi-link rear suspension tie the Sportage down well. Although it theoretically could do some soft roading, tarmac is its natural friend and the two go well together. There’s a sense of balance in the way the Si Premium handles itself, with the tight corners for the Old Bathurst Road that snakes its way up from Penrith in Sydney’s west despatched as easily as the dips and undulations on the freeway system that rings the western parts of Sydney. Kia’s engineers spend a lot of time refining the spring and damper settings for Australian spec roads and it shows.

The Sportage is rarely fussed about the road surface, is quiet on all but the coarsest chip surfaces, and seat of the pants feedback tells you that even in quick sideways movement that it’s as composed as if it were standing still. The steering is quick at about 3.5 turns lock to lock, light in Normal mode, not much difference noticeably in Eco and feels a bit heavier, with more feedback in Sports, to round out the driving package. It helps move the Sportage from lane to lane quickly and without a sense of mass shifting direction, making for an almost sporting car drive.Apart from the tyre and wheel size between the Si and Si Premium (225/60/17 for Si), there’s also front parking sensors and electro-chromatic rear vision mirror to differentiate. The Premium also picks up LED DRLs, rain sensing wipers, driver AND front passenger Auto up/down window switches, dual zone climate control, Auto defog system, and illuminated vanity mirrors. Seat trim is a black and charcoal grey weave for the cloth with the front pews manually adjusted for height and seat back angle via levers. The rear seats fold down flat via side mounted levers and provide up to 1455 litres of cargo space, up from 460L with the seats up.The black plastics throughout the cabin have a warm texture to them, with a sweep around the bottom of the windscreen not unlike a new Jaguar. The steering wheel hub has the same feel whilst the smoother plastics are that almost suede feel to the matt fiished buttons and suurounds. The seven inch colour touchscreen, which features satnav, another item the Si alone doesn’t get, sits between the central air vents and there’s an alloy look to the surrounds. There’s bottle holders in all doors, cup/bottle holders in the centre console and a small storage locker in the console as well. The driver’s dial binnacle houses a 3.5 inch monochrome screen with information such as trip, fuel economy, service status, accessed via tabs on the steering wheel. There’s plenty of rear seat leg room, even with the front seats pushed back and enough for most front seat passengers when that seat’s pushed forward. All over and around, it’s typically high quality Kia.The touchscreen has a pseudo radio “dial look”, good quality sound, Bluetooth and Auxiliary/USB campatible, but notably no CD slot. In place of that is voice activated Apple CarPlay and Android Auto. When in Reverse, the camera provides a clear enough picture but it’s not as clear and sharply defined as others available. There’s also a pair of 12V sockets at the front of the centre console and one at the rear, allowing for extra USB ports if needed. Aircon controls are simple to use, clean to look at, and the Synch button lights up when it’s a mono zone control, meaning temperature adjustment is for both right and left seats.Outside, the Sportage is stubby tailed, long bonneted, with a steeply raked windscreenbehind Kia’s signature Schreyer grille, and rear window, with a thickish C pillar and profile that reminds one of the original Sportage. The update in 2016 lost the angular and sloped headlights, changing them to an insert style that flows from the more upright nose back along the bonnet shut line. The Sportage designers may have taken inspiration from a classic sci-fi film for the design of the inner headlights, with the look not unlike at all the tri-lensed aliens from War Of The Worlds. The front bumper also has inserts for the globe lit daytime driving lights in each corner, matching the height of the rear’s indicator cluster located low in the rear bumper, not higher up inside the rear light cluster, a staple of the Sportage design.Naturally there’s plenty of safety on board in the form of six airbags, traction control, DBC or Downhill Brake Control and HAC (Hill start Assist Control). Only the GT-Line gets Blind Spot Detection, Lane Change Assist, Forward Collision Warning System, and Lane Departure Warning System. Servicing is yearly or 15000 kilometres plus capped at a cost of around $2756 over the seven years.

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Car Review: 2017 Kia Soul

Kia’s Soul is one of those cars that slips under the radar for no really good reason. Who knows if it’s the perception of the brand or of the name or the look, but it’s grossly unfair to disregard this car. Full stop.
Yes, it’s squarish. Yes, it looks somewhat odd, like the two or three other squarish designs. However, it’s roomy, effective, and a surprise. A mostly good surprise. Here’s a look at the 2017 Kia Soul, with the test vehicle fitted with a few extras.The 2017 model has undergone a mild facelift inside and out as of October 2016. It’s recognisably Kia inside, with a look familiar to anyone that has spent time in one of the brand’s car. Outside, it’s a change to the grille & air intake, front bumper, fog lamps, reflectors, and wheels. The interior gets a five inch screen for the audio system, with RDS (Radio Data Service) not included, the FlexSteer drive system with associated engine mapping and steering changes, a centre dash refresh, and changes to the seat coverings and door trims.It’s smaller outside than the design would have you believe, with an overall length of just 4140 mm and a wheelbase of 2570 mm maximises interior space. Overall width is decent at 1800 mm with shoulder room aplenty for four aboard. There’s one wheel size; 17 inches is the diameter and rubber comes from Nexus at 215/55. The spare is a spacesaver.The test car came clad in Inferno Red on the body and a Cherry Black roof, a $910 option cost over a single colour choice. Any single metallic is now just $620. A Clear White and Red roof combo will also be cost effective at $390. The review car came fitted with carpeted floor mats ($160), dash mat ($93 and superb at reducing windscreen reflection), an embossed and moulded cargo bay liner ($147), weathershields for the windows ($296) and an alloy roof rack set ($552) for a total cost of $1249 over the $24990 base cost and metallic paint. It’s a boxy shape, yes, but curvaceous enough to not be a completely hard edged look either. The window shields also aided in softening the edge plus it sits high enough in looks to almost be taken for a kind of SUV.The engine is a 112 kilowatt petrol four at two litres capacity. Peak torque of 192 Nm is available at 4000 rpm, 2200 below peak power. The sole transmission choice is a six speed auto with a decidedly dual clutch feel in change under way, yet lacks the roll forward found in DCTs. Kia rates the 2.0L engine as consuming a combined figure of 8.0L per 100 kilometres driven, 6.2L/100 km on the highway and a far too thirsty 11.0L/100 km in the suburban jungle. The tank holds just 54 litres and it’s this fuel figure that is one potential reason why the Soul hasn’t had the penetration it otherwise may deserve.Due to a last minute change of circumstances, the Soul became freed up to be taken away to Bega, the cheese capital of Australia and no doubt inspiration for many Monty Python related gags….Over a period of 54 hours, from departure to arrival back at PFCR HQ, the Soul faced strong head and cross winds, from south of Sydney on the Hume through to Canberra and the plains south of there, through to the road east from the driver’s delight of Brown Mountain. And return. After a round trip of 1111 kilometres, the final average fuel consumption was 8.4L per 100 kilometres. It wasn’t until returning the Soul that the claimed figure of 8.0L/100 km was seen, and that was on an unusually quiet freeway run.

On a similar run 12 months ago, we achieved sub 5.0L/100 km in a revamped small SUV from a niche Japanese brand. A smaller engine, turbo charged, and diesel…An 11.0L urban figure in a small SUV style vehicle just doesn’t cut it any more.
What did work, for the most part, was the six speed auto. Quiet, smooth, from stopped to go and under way. The only times it felt uncertain was in sixth at around 110 kmh on the slightest of uphill slopes, where you could feel the transmission “drag” against the spin of the engine, feeling as if it wanted to do something but didn’t know exactly what that something was. Otherwise, it’s reasonably geared, with 110 kmh seeing 2400 rpm on the tacho. But overtaking meant a solid press on the go pedal you’ll see the tacho needling zinging around well over 4000 rpm, also contributing to the fuel consumption.It’s typical Kia on the inside, meaning a well laid out dash and console, mostly matt black plastic for the dash, easy to use controls, and superbly comfortable seats (needed after a long country run). The driver sees a dash of red and black, with a centre circle, located inside the speedometer central location, showing information such as overall fuel consumption and trip meters, accessed via the standard steering wheel tabs. The speed and rev counter are analogue still, as are the temperature and fuel gauges to the right side. Cruise control and audio are also located on the tiller as are the bluetooth phone tabs. There’s a semi-circular motif embossed into the doors and some characterful designing for the airvents at each end of the dash. They sit directly underneath the horizontally located speakers and have one thinking something pagoda-like. The ovoid theme is continued with the gear selector and touchscreen both surrounded in a similar motif.As a drive, it’s engaging. The steering ratio is quick, with around 3.5 turns lock to lock and is ideal for shopping centre car parks or roadside tight parking thanks to its electronically assisted lightness. Ride quality is very good, with a slightly tighter rear than the front. The suspension is the tried and true McPherson strut/torsion beam combination and works well enough on the road. It’s nicely tied down as well, with rebound a short travel and that’s it with no pogoing. On the highways south of Canberra it was smooth sailing, even on some of the slightly unsettled and rutted surfaces, and crossing some cattle grids in Bega had plenty of rattatatta into the cabin but no body movement. On the long sweepers on the Monaro Highway it was flat and composed, with no body roll evident.Light braking of the 1375 kilogram mass plus passengers had the Soul easily controlled whilst hard braking via the progressive pedal saw little dive at the front. Hard acceleration saw no torque steer and the barest hint of a list of the nose. Slower speed corners were easily controlled either by a little less throttle in and a touch more out or a brushing of the brakes to settle the nose. The broad footprint aids in stability and the 215/55 tyres provide plenty of grip.With a cargo space (seats up) of 238 litres, there’s enough for a couple of overnight backs, until you lift the cargo space floor and see three compartments located underneath. Seats down, it increases to 878 litres. There’s bottle holders in all doors and a pair of cup holders in the centre console, plus a pair of 12V sockets bracketing a USB port and 3.5 mm socket. Standard equipment such as Auto headlights, speed related locking, rear view camera, sensors front and rear, tyre pressure monitoring and the suite of airbags and driving aids complete the picture.At The End Of The Drive.
At a tick under $27K the Soul is not expensive. Consider the seven year warranty and fixed priced servicing as well. Over seven years your service costs will be $2688.00 or $388 per year. Or, just over a dollar per day…It’s well featured, is comfortable drive and to ride in, and there’s plenty of room inside.
So why doesn’t the Soul have a better perception? You’re not spoiled for choice with just the one trim level available. It’s an unusual look in an environment populated with slick looking SUVs of various sizes and shapes or sleek European sedans. Is it the fuel economy?
Perhaps.
So it could be a combination of suburban thirst and a styling that is perhaps a little too unusual? If you were to ask the junior members of the PFCR family, it’s the latter…yet they observed that from inside you couldn’t see the outside. Sage advice for any prospective buyers that would be missing out on a thoroughly competent vehicle.
As a certain Akubra wearing former TV host used to say: “Do yourself a favour” and try the Soul. Here’s where you can go to check it out and book the test drive: 2017 Kia Soul