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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
Van Review: 2017 Mercedes-Benz Sprinter 313 Transfer Minibus
Private Fleet offers a huge thanks to Blake at Mercedes-Benz Vans Australia as we take a look at a light commercial passenger vehicle. The first vehicle to be reviewed is the 2017 Mercedes-Benz Sprinter 313 Transfer Minibus.
The Sprinter Transfer Minibus is, well, a Minibus variant of the Sprinter van and it is, visually, one big unit. Available with a low (as the review vehicle had) or high roof, at 2524 mm or 2818 mm, it’s lonnnng at 5926 mm. Width? 1993 mm or 2426 mm with the (heated) mirrors included. Seating capacity is twelve, with driver and two up front, and two/three/four mix behind, with all seats fitted with belts and there’s a fire extinguisher and emergency escape panel as well. Even the wheelbase is huge, nearly as long as some small cars are at a total length of 3665 mm. There’s a sense of irony for the uninitiated when M-B state that this is a medium wheelbase model…
The heart and soul of the Mercedes-Benz van range is the engine and transmission combination. The Sprinter 313 Transfer is no exception, with a seemingly small Euro 5 compliant 2.2L diesel and seven speed auto driveline. Peak power comes in at 3800 rpm with 120 kW on offer, with peak torque just 360 Nm between 1400 to 2400 rpm. Bear in mind, though, it’s a seven speed auto and at 110 kph, the tacho is sitting on 2200 revs, smack bang in the peak torque figure.
The transmission is a superb unit. Gear changes are physically imperceptible, with only the engine note, a restrained yet noticeable diesel thrum, and the flick of the tacho needle, giving away the ratio has swapped. On the go on the highway and freeway, it’s an effortless cruiser and it was a delight to drive.
Acceleration is reasonable, with entering a highway from a standstill requiring a bit of planning and some driver skill. What this means is having an understanding of the ability and limitations of a vehicle that is good but not great at getting off the line. One simply shouldn’t expect that they can pull into traffic and do so in front of oncoming vehicles.
Braking is a delight, with a feel that wouldn’t be out of place in a family sedan and betters many of the passenger oriented cars a driver can buy. There’s real, genuine, feedback at the slightest pressure and a beautifully weighted feel from start to finish, enabling you to haul up the 2.5 tonne plus cargo easily and faultlessly.The sheer size of the Sprinter is also something a driver needs to consider in the handling aspect. 
It’s beautifully car like and the driver sits behind the front wheels but turning the steering wheel has the feeling of sitting directly above them, such is the agility of the Sprinter. For someone not accustomed to driving something of both the wheelbase and length, turns and corners need to be taken just that little bit wider and that little bit slower.
Overall though, the Sprinter 313 Transfer delights in its ability to make a driver feel as if they are actually driving something smaller, lighter, more wrapped around them. This translates into a tight 13.6 metre turning circle, barely larger than passengers cars can deliver. Even the wheels are passenger car in size, with 16 inch diameter steelies wrapped in 235/65 rubber. 
However, there’s exterior safety lights fitted in the flanks which reminds you that you’re driving a Minibus, not a car. Access to the interior is via the front doors, with a step up and handle at the top of the door that’s integrated into a carry shelf; barn style rear doors, and a sliding door on the left flank with a step that comes out and retreats automatically when opening and closing the door. The sliding door requires a little extra effort to ensure it closes properly however, but opens up to over 1500 mm to ensure totally easy access for anyone. The rear doors also open lightly, and there’s a step fitted at the rear. Interior height maxes out at 1820 mm so there’s plenty of headroom for just about any person.
The driver’s position is close to a metre above the tarmac, with the aforementioned step and handle easing access. Once seated in the tartan style cloth covered seat, there’s plenty of forward and side vision, with the wing mirrors giving a wide angle of view. In contrast, the interior rear view mirror is almost useless with such a narrow field of view. Somewhat surprisingly, there’s no rear view camera nor rear (or front) parking sensors. 
What there is a dash that’s clean, mostly uncluttered, designed for commercial use with cup holders up near the window, a storage locker in upper centre that’s almost large enough to fit an LP record, deepset pockets in the doors and removable panels underneath for extra storage. The sunshades have a clip that ensures they sit fastened tightly and are part of the same structure that provides some upper area shelf space.
The centre section of the dash houses both the aircon controls and the audio system which is linked to controls on the smooth looking tiller. There’s Bluetooth compatibility, an easy to read 5.6 inch non touchscreen and a most clean layout. On the right hand side is a keypad, exactly the same as found on a telephone and this is the only section that makes it look somewhat untidy. The tiller also is home to tabs for information on a display screen between the speedo and tacho, presenting a range of information including what ultimately proved to be a final fuel consumption figure of 9.4L/100 km. What was interesting during the drive was watching the range figure change in an upwards trajectory in cruise mode. A starting range of 520 kilometres on pickup had, after an 80 km drive to base camp, over 900 km available.
The aircon itself is reasonably easy to use, with the dial for air direction being quirky by not being as easily understandable as the rest. Airflow was powerful when the dial was wound up, plus there’s a aircon unit on the roof that feeds into a set of vents in the rear of the 9.0 cubic metre capacity cabin. Safety, when underway, is taken care of by a suite of car-like electronic aids, such as traction control, brake assist, brake force distribution, electronic stability control and a pair of airbags up front. Finally, there’s the standard three year or two hundred thousand kilometre warranty, 24/7 roadside assist and a specialised service plan including a 12 month or thirty thousand kilometre service interval.
At The End Of the Drive.
Aside from the much vaunted passenger car range that Mercedes-Benz has built its well deserved reputation upon, their light commercial range also has much respect. With this particular people mover sitting at around $66K driveaway, it’s much cheaper than expected and cheaper than quite a few SUVs. Yes, it’s not the answer to everyone’s people mover question but with car like handling, plenty of room, an engine and transmission combination that works just so well, the 2017 Mercedes-Benz Sprinter 313 Transfer Minibus makes for a tempting alternative when it comes to looking for something to ship the family (and kids for weekend sports) around.
This link will take you to more information about the Minibus and from there you can navigate to the rest of the range: 2017 Mercedes-Benz Sprinter 313 Transfer Minibus
Once again, a big thanks to Blake at Mercedes-Benz Vans Australia.
Private Fleet Car Review: Mitsubishi Pajero Sport GLS
It’s a hearty welcome back to Mitsubishi for Private Fleet and it was straight into the top level. The Pajero Sport, formerly known as Challenger, comes in a three trim level range. You can choose from the GLX, GLS, and Exceed. Private Fleet goes one on one with the 2017 Mitsubishi Pajero Sport GLS.
Mitsubishi have loaded the Pajero Sport with a grunty 2.4L diesel and eight speed auto. Off road driving is catered for with the Super Select 2 four wheel drive system and the GLS cops a rear differential lock. Up front, that diesel delivers a handy 133 kilowatts at 3500 revs, backing up the more than decent 430 torques one thousand revs lower. Mitsubishi quote a combined fuel efficiency for the two tonne plus behemoth of 8.0L/100 km from the 68 litre tank, a figure we more or less matched.
It’s a super smooth combo, the eight speeder and diesel. It’s slick, smooth to a fault, with barely perceptible changes at almost any throttle setting. Manual gear changes are available via the gear selector or metal paddles on the steering column. The diesel is a old school chatterer, however, with plenty of ratta-tatta under any form of load. It’s noisy, yes, but lends the Pajero Sport a sense of extra character.
Some would say the exterior design of the Pajero Sport has character and you’d have to study their face to see if they’re serious. The front is what Mitsubishi calls its “shield” design and it’s handsome enough. Chrome plates blend with the angular headlights and it flows nicely. In profile, there’s a sense of a hunch in the windowline at the rear, combined with a deep set crease over the rear wheel arches. It’s from the rear that the Pajero Sport’s design has raised the most eyebrows since it was launched, with tail lights that look as if heat has been applied and they’ve melted from top to bottom. Beauty in the eye of the beholder and all that…
There’s some big numbers for the Pajero Sport; length is 4785 mm long and it stands 1815 mm tall, taller than most. Front leg room is good at 1087 mm whilst the rear seats may seem a little tight for taller people, with 880 mm leg room on display. Towing capacity tips the three tonne mark, at 3100 kilograms, meaning caravanners will be delighted. There’s plenty of grip to do so from the Bridgestone Dueller 265/60 rubber on 18 inch 12 spoked alloys.
Inside it’s typical Mitsubishi, with spot on ergonomics, leather seats in the GLS (sans heating and cooling), auto headlights, rear diff lock and towing braking package as well. Front and centre for the driver is Mitsubishi’s Eco messenger display in colour, with a five leaf clover indicating the economic efficiency (or lack there-of) of your driving skills. The display is a typical Mitsubishi highlight, with little to no eye strain and beautifully clean in layout making it easy to read at a glance.
The six speaker sound system in the GLS (eight in the Exceed) comes with DAB and the digital sound is superb in the Pajero Sport. The seven inch touchscreen also allows access to Apple CarPlay and Android Auto, adding some up to date technology to the field of play. The dash is a mix of glossy piano black, charcoal matt textured black and aluminuim look highlights that run down into the console and splashes on the doors As expected in a family oriented SUV there’s storage pockets aplenty and the underfloor storage provides some extra security. 
Although the seats aren’t heated and cooled, they’re comfortable and supportive enough, with quicker turns on road having minimal human body movement. You arrive at a distant destination feeling refreshed enough and being set high, you’ve got both great all round vision and easy entry and exiting. You need to be refreshed as the dynamics of the Pajero Sport aren’t exactly razor sharp. Although it’s got a big footprint, with a 2800 mm long wheelbase, front track of 1520 mm and rear at 1515 mm, it’s unwieldy on the road thanks largely to the perhaps too soft suspension, a mix of double wishbone & coil springs up front and 3 link coil spring & stabiliser bar rear. If you’ve never driven a vehicle such as this you feel as if you’d need to slow to a crawl to turn corners, such is the sensation of body roll.
It’s not a point and shoot style car, for sure, however by sitting up high as one does in such a vehicle, anything other than a straight and flat road transmits a feeling of slight uneasiness as to whether the Pajero Sport will go where you tell it. It’ll understeer easily even at moderate speeds but that’s a handling setup issue as the tyres give no indication at all of losing grip. Eventually, and quickly, it must be pointed out, you adapt quickly to the handling and roll foibles, and start exploiting the ability, not agility, of the thing.
Being fitted with a proper transfer case for high and low range driving, plus the aforementioned diff lock, is an example of that ability. Low range 4WD has the Pajero Sport head down and bum up as it crawls over rocks, through mud, over gravel and brings back the ability to instill confidence in its ability. There’s a 45 degree climb angle, approach and departure angles of 30 and 24.5 degrees, and will swim through water safely at up to 700 mm in depth. 
Throttle control is en pointe, with bare flexes of the ankle seeing and feeling response straight away. Unfortunately the same can’t be said of the brakes. For such a large vehicle and with the mass it has, the brakes simply aren’t good enough. There’s absolutely no feel with an initial press and a lacklustre feel when the pads start to bite from far too much pressure being required on the pedal. Too often it felt like the Pajero Sport wouldn’t pull up in time and an emergency brake press was needed in order for an appropriate bite to work.
Should something go awry, you can rely on the front/side/curtain/driver’s knee airbags to come to play, along with Active Stability and Traction Control, Emergency Brake Assist, Hill Start Assist and Smart Brake. The seatbelts have pretensioning and of course there’s Mitsubishi’s RISE (Reinforced Impact Safety Evolution) body. Going backwards is covered by a reverse camera, standard across the range.
The range starts at $47500 driveaway (at the time of writing, check with your dealer for pricing) for the GLX five seater and metallic paint is a cheapish $590 option. Mitsubishi also offer an extensive range of options to help you personalise the Pajero Sport just the way you like.
At The End Of The Drive.
The Triton based Challenger/Pajero Sport has always been a solid, if not sparkling, performer on road and certainly works well enough off. It’s dynamically not as sharp as some of its competition, retains the charm of an old school oiler with the chatter, but backs up with modern tech, a great transmission, and the bulletproof reliability that Mitsubishi’s off road heritage brings to the Pajero nameplate. For now, it’s also the best five or seven seater off road capable vehicle Mitsubishi has. Head here for more information and a look at the options list as well: 2017 Mitsubishi Pajero Sport range
Mercedes-Benz Provides A Ute With The X Factor.
Mercedes-Benz Vans announced the new X-Class ute will launch in Europe in November 2017 with Australia and South Africa to follow early in 2018, as well as Argentina and Brazil at the beginning of 2019.
Diane Tarr, the Managing Director of Mercedes-Benz Vans Australia and New Zealand, said: “The high level of interest and anticipation in the lead up to revealing the new X-Class has been a reflection of just how engrained dual cab utes are in both the Australian and New Zealand culture. The fact is we love utes and we are showing a desire to incorporate this type of vehicle into our lives in more ways than we did in the past. Not just for work, but also increasingly for private use.
She also said: “The new X-Class finds the perfect balance between the stylish design expected of a Mercedes-Benz and the uncompromising robustness and functionality demanded of the category. As a result, with the X-Class, we can effectively provide a solution for trade and fleet customers, and we will find out just how far this category can evolve for private customers who need the vehicle to support their lifestyle.”
Mercedes-Benz X-Klasse – Exterieur, Kabaraschwarz metallic, Ausstattungslinie PURE // Mercedes-Benz X-Class – Exterior, kabara black metallic, design and equipment line PURE
The Mercedes-Benz X-Class has been specifically developed for the changing requirements of the ute market in mind. The demand for midsize utes with typical passenger car characteristics and comfort features has been steadily on the rise for years. At the same time, the number of utes for private use is increasing. They are no longer viewed purely as “workhorses”.
There are three design and equipment variants to choose from as well as four or six-cylinder engines, rear-wheel drive and engageable or permanent all-wheel drive, a six-speed manual transmission and a seven-speed automatic transmission. It consists of a ladder-type frame, rear multi-link solid axle, front independent wheel suspension and coil springs on both axles. There’s also vented discs front and rear.
Mercedes-Benz X-Klasse – Exterieur, Limonitgelb metallic, Ausstattungslinie PROGRESSIVE // Mercedes-Benz X-Class – Exterior, limonite yellow metallic, design and equipment line PROGRESSIVE
Built on this platform, the distinctive X-Class design is available in three model variants to suit different lifestyles and work environments. Named “Pure”, “Power”, and “Progressive” The Pure is aimed at the more workhouse style environment, whilst the Progressive is more upmarket and mixes a touch of luxury and family oriented usage along with the ruggedness of the Pure. The Power will aim at the high end driver and market, where style and performance along with comfort are of high importance.
Mercedes-Benz X-Klasse – Exterieur, Beringweiß metallic, Ausstattungslinie POWER // Mercedes-Benz X-Class – Exterior, bering white metallic, design and equipment line POWER
There’ll be tech in the form of Lane Keeping Assist, Traffic Sign Assist, and Active Brake Assist, plus M-B’s me Connect which allows owners to use their smartphones to track the vehicle’s location and even measure the fuel capacity without being in the vehicle.
Engines wise, select markets will see a 122 kilowatt petrol, a 2.2L diesel with 120 kW and a 2.5L diesel with 140 kW. Mercedes-Benz says there will be a 2.5L V6 diesel available in 2018 with 190 kilowatts.
Mercedes-Benz X-Klasse – Exterieur, Beringweiß metallic, Ausstattungslinie POWER, Hardtop und Side Bar (Mercedes-Benz Zubehör) // Mercedes-Benz X-Class – Exterior, bering white metallic, design and equipment line POWER, canopy and side bar (Mercedes-Benz accessories)
Deliveries to Australia are expected to start at the beginning of 2018 and pricing is yet to be confirmed.
With thanks to Mercedes-Benz for content.
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