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Private Fleet Car Review: 2016 Kia Picanto Auto
City cars aren’t generally seen as a viable alternative to the medium and bigger cars here in Australia. There’s been attempts by big companies, such as the Mercedes-Benz backed smart car, which was more ridiculed than welcomed. There’s the slightly larger alternatives, such as the Mitsubishi Mirage and now Kia is now having a go, with a car called Picanto. In order to give the car a fighting chance, it’s been keenly priced at $14990 driveaway with metallic paint the only current option. There is a five speed manual available overseas.
It’s also been given some reasonable equipment in the sole specification model currently available, a good move given that it is due to be replaced by a newer model (it’s been available for five years overseas) in the next year and a half. You’ll get electric windows and mirrors, rear parking sensors, the full suite of airbags including curtain ‘bags, Hill Start Assist Control, Emergency Stop Signal (flashes the brake lights in a heavy or emergency stop) and halogen daytime running lights (DRL). It doesn’t get a reverse camera however.
A Wheel Thing’s test car came clad in the optionable metallic paint, a $540 ask. The colour? Honey Bee. An odd shade of yellow. Masculine, it is not. Neither are the archaic four speed auto, 1.25 litre petrol fueled four cylinder. The red backlit pixel screen radio display is another hint at age, as are also the simplistic dials in the dash and the red centre display.
The engine is covered by a bonnet about the size of a newspaper and is unadorned by the plastic shrouding so commonplace nowadays. It’s by no means a powerhouse but may actually be better served by connecting to a gearbox A Wheel Thing loathes. With just 63 kW and 120 Nm a CVT potentially would be better suited to the characteristics the soft drink bottle sized motor has.
Size wise, it’s right in the ball park for city cars and looks at the Mitsubishi Mirage, Suzuki Celerio and Holden’s Spark as competition.
It sits on a 2385mm wheelbase, huge given the overall length is 3595 mm. There’s 14 inch diameter steel wheels clad with plastic covers and wrapped in 160/65 tyres. Overall width is 1595 mm, making this a definite four seater only. You’ll also only get just a space saver wheel.
Inside, the colour scheme is black, however that’s broken by an aluminuim look plastic swathe across the dash and the lower part of the steering wheel also has an insert, looking for all the world like a happy face. It certainly is a contrast yet doesn’t look out of place. What does, and showing that there are other models available, is the insert just above the driver’s right knee for a push button Start/Stop, as the model here is “old school” insert key and twist.
But there’s new school with USB/Auxiliary connections, placed in Kia’s tradition front and centre of the console. Said console lacks an arm rest, though. It’s not a deal breaker as many would prefer cup/bottle holders instead, but there is room enough for both.
The radio is a simple push button and dial setup, along with the simplistic display, yet the sound quality is reasonable from the system. There’s no A pillar or door mounted tweeters but still manages to deliver a decent soundstage. Bass response though, was lacking, as was radio sensitivity in some areas whilst being driven around. Nice to see that the humble CD player was still included.
Although, not unexpectedly, the front seats lack electric adjustment, they’re easily sorted with the manual levers and are surprisingly comfortable. There’s black cloth covering them with what resembles an electrician’s diagram print woven in. It’s eye catching and breaks up the otherwise drab look nicely. The Picanto is a compact car with just enough leg room in the back for children or two slim adults, and the rear seats also well padded and supportive, however anyone with a wholesome figure would struggle to feel comfortable.
It also means that rear cargo space is minimal, making the Picanto a more suitable car for single people or couples when it comes to a weekly shop. At least there’s folding rear seats to increase the available space to 918 litres, up from 292. Overall interior feel was positive, although there was a vibration from the sliding seat belt height adjusters under acceleration and on the rougher tarmac surfaces.
Apart from the alloy look plastic insert, the steerer is traditional Kia, with user friendly toggles for audio and Bluetooth. It’s just thick enough to feel comfortable to the hands and connects the driver nicely to the front wheels. As such, there’s not much to report as the car’s chassis is competent without being overly engaging. The short overall size means, though, you can get it into gaps in traffic and car parking spaces that others may not, and the light weight means it’s fleet and easy to move on the road.
There’s a short travel suspension up front, meaning that there’s a solid thunk as the nose goes over and drops when doing the larger speedbumps at low speeds. The rear is less prone to interference, thankfully, and rides better than a competitor tested recently. There’s more stability and less tendency to skip around on curves and unsettled surfaces and hangs on well enough in twisty road situations. The tiller also provides enough feedback to get a good handle on what’s happening up front.
Peak torque is delivered at 4000 rpm, and with just the four ratios to play with, it takes a bit of time to get the 885 kilo car to…well…get up and go. But while you’re doing it you’ll be sipping unleaded fuel from the 35 litre tank at a quoted combined cycle figure of 5.3 litres per 100 kilometres. The urban cycle is 6.7 litres per 100 and highway at 4.5L/100 km. It’ll also emit just 125 grams of junk into the air for every kilometer travelled.
Make no mistake, though, even given the relative lack of oomph, the Picanto still climbs hilly roads well enough. In the lower Blue Mountains is a road called the Old Bathurst Road, a switchback with some tight corners. It’ll do this well enough, although it’s fair to say that having no cars in front make the job a bit easier. The transmission needs a bit more refinement as well, with a lack of smoothness in the changes, some jerkiness even on the flat road, plus the engine is somewhat thrashy when pushed…which is most of the time if not freeway cruising, where it’s then quiet enough.
As a new car buyer, you’ll get Kia’s seven year and unlimited kilometer warranty, plus the capped price servicing. There’s 15000 kilometre service gaps and you’ll see a highest service cost of $415 in year six.
At The End Of The Drive.
One of the true benefits of being an independent vehicle reviewer is being able to drive cars that wouldn’t be considered as being part of the household. For A Wheel Thing, the Picanto is a car that would not suit the household’s usage pattern. But it certainly would suit a single person, a young couple, or perhaps a retired couple.
It’s gentle to drive, perhaps a tad thirsty for the engine’s size, but that lack of torque and just four speeds are why. The colour on the test car is certainly not to A Wheel Thing’s taste but that is a personal choice. To make your own choice on the Picanto a reality, go here: Kia Picanto
Private Fleet Car Review: 2016 Volvo XC90 R-Design Polestar Optimised
In an earlier test, Private Fleet’s Dave Conole had the then brand new Volvo XC90 up against Audi’s Q7, with the German narrowly taking the win. Since then, Volvo’s R-Design group have waved a wand over the XC90, an award winning car, with its 2.0L turbocharged and supercharged four cylinder 400 Nm/235 kW powerplant, adding some very stylish touches to the $101950 plus on roads and options behemoth. Here’s what you get.
Up front, a glossy black grille insert, along with the standard multiple parking sensors. You’ll get colour matched sills below the door and bumpers, with the front and rear gaining sportier extensions to the lower extremities, shiny twin exhaust tips, 20 inch rolling stock in a five spoke design (with Michelin rubber) and a larger rear spoiler.
Underneath the square acre of sheet metal that masquerades as a bonnet, there’s the aforementioned four cylinder petrol engine, not that you’ll know visually, hidden as it is under a plain black plastic shroud. There’s also the aforementioned 400 torques and 235 kilowatts….note the title. It says Polestar Optimised. In layman’s language that’s an extra eleven kilowatts, taking the total to 246 @ 6000, up from 5700. Torque increases to 440, at a peak rev point of 4500, compared to 400 between 2200 to 5400. Consumption?
Amazingly, it stays the same at 9.8/7.0/8.0 litres per 100 kilometres for the urban/highway/combined cycles from the 71 litre tank whilst hauling the 1965 kgs (dry) to one hundred kmh in just over six seconds. Emissions sit at just 186 grams per kilometres and there’s auto stop/start tech attached. Transmission is a smoother than Belgian chocolate eight speed auto, with paddle shifts which look like proper metal, but are plastic.
Under any throttle application there’s no appreciable feeling of gear change, but you can hear the system double clutching, slurring through the ratios around town and when the slipper hits the go pedal with some extra urge, the XC90 surges forward, pinning you back in the Nappa leather seats and watching the needle on the digital screen’s tacho flick as each gear is picked up. It’s an amazing feeling, especially under rapid acceleration, to not feel anything change but knowing that it does. Also, it has to be pointed out that the Polestar upgrade is an option any XC90 owner can ask for to get the same feeling.
Inside, it’s an experience; you’re greeted and cossetted by a mix of that black leather, high quality tactile plastics, carbon fibre look finishes, a 12.3 inch portrait oriented touchscreen, subtle LED interior lighting including the door scuff plate having the R-Design logo, a B&W sound system (yeah, it’s ok…cough), seven seats, and space enough to fit a weekend’s shopping. From IKEA. With ALL seats up there’s still 436 litres of space at the rear.
You’ll also enjoy Volvo’s CleanZone climate control system with separate controls (four zones) for the rear cabin, three memory positions for front seat passengers, with those seats gaining lumbar and extendable thigh support cushioning adjustments via toggle switches on the lower seat sides, and flat fold second & third row seating, providing 2427 litres of cargo space. 
There’s the usual nooks and bottle/cup holders spread throughout the cabin. The front seats also have heating but that’s $650 option, an odd choice by Volvo to ask extra coin for that feature. The rear glass is also laminated and tinted, also an optionable pair of costings at $850 and $525.
Outside, there’s the “Bursting Blue” metallic paint (albeit a $1900 option), the black painted 20 inch alloys (which can be replaced by optionable 22 inchers at $3850 inchers…pass), LED headlights that swivel and housed in a design that harkens to Swedish folklore.
Entitled “Hammer of Thor”, it’s a striking and eyecatching look at the front, balancing the tall vertical LED tail light cluster found at the rear. There’s also the soft touch powered tail gate opening up to that cavernous cargo section.
It looks big, and is. There’s the 4950 mm overall length, a 2008 mm width, which accounts for the interior space being as large as it is, and stands tall at 1776 mm on a 238 mm ride height. The fact that Volvo have kept the starting weight to below two tonnes is stupendous, as a result. Rubber is 275/45 at each end of the 2984 mm wheelbase, bookending 1665 mm and 1667 mm tracks front and rear.
Being at the top end of the XC 90 range (which, by the way, starts at $89950 MRRP), there’s plenty of safety and technology to play with. The touchscreen gives you full control over the aircon, satnav, tells you what the seats are doing, shows the user manual and offers up AM/FM/Bluetooth but….no DAB. But it does attract fingerprints quite nicely.
However, there’s more safety systems than there are letters in the alphabet: airbags all around including driver’s kneebag, corner traction control, blind spot information system, roll stability control, drive mode settings (found via the chromed knurled dial in the centre console, which also houses the Star/Stop mechanism), hill start assist and hill descent control, understeer control, whiplash protection, cross traffic alert and rear collision warning, adaptive safety and more, with most covered by umbrella terms such as CitySafety and Intellisafe Surround.
On road, apart from horizon blurring and forcing eyeballs to the rear of heads, you’ll find one of the best rides out there, thanks in part to the electronic bewitchery underneath. It’s a suspension that’s tuned for sporty comfort, or comfy sportiness, depending on your wont, giving a beautiful and supple ride to start before firming up and smoothing all but the bumpiest of road surfaces. 
Undulations become non existent, car park traffic bumps are nodded at, and the road holding prowess thanks to the track and the rubber’s width, not to mention the double wishbone front with coil srings and gas shocks and multi link rear, is so confidence inspiring you’d think you were in a smaller and lower Polestar badged vehicle….
Service and warranty are 12 months or fifteen thousand kilometres (you’ll be seeing the latter first) and three years with unlimited k’s.
At The End Of The Drive.
The XC90 R-Design Polestar fettled machine is missing two things. A fridge and a shower. There’s more than enough room inside to use it as a granny flat, with the added benefit of being able to motorvate in crisp, quiet, luxury. It’s a pearler drive, looks damned good in the blue and with the Hammer of Thor lights, with plenty of heads on swivelling stalks attesting to the visual appeal, sounds good inside and will whisk you to the next timezone in an eyeblink.
At a tick under $102000 plus on road costs and options, it’s a heckuva lotta machine for the kronor. But yes, it’s still up against the Germans, such as the Q7. Does this mean that the Swedish brand must put aside its neutrality in the battle against its fellow European based competitors?
Head to Volvo Cars Australia to check out the range and book a test drive to make up your own mind.
Private Fleet Car Review: 2016 Suzuki Vitara Turbo 2WD
Suzuki’s Vitara range has been given some extra spice with the addition of the 1.4 litre BoosterJet turbocharged engine. Available in AllGrip 4WD or front wheel 2WD, it also comes in a range of eye catching colours and subtle differences to the standard Vitara range. A Wheel Thing gets intimate with a fiery metallic orange and black 2WD version of the Suzuki Vitara Turbo.
Think 1.4L engines and you’d be forgiven for thinking that there’d be less pull than oil on an iceblock. Instead there’s a surprisingly useful 220 torques from the BoosterJet powerplant, plus 103 kilowatts. You get a choice of one automatic transmission and that’s a six speed too. It’s a mostly well sorted drivetrain however there’s a couple of bumps: there is bump steer, a measure of torque steer but only if pushed, the transmission drops down gears too readily when descending hills and there is some indecision when it comes to finding a gear on upshifts on certain throttle settings.
When everything works together, it’s a smooth and linear acceleration, typical of turbo engines and the pace certain belies the engines relatively small size. However, the Vitara is not a heavy car at 1160 kilos (2WD, 1235 kg AllGrip) so it’s a fabulous torque to weight ratio. Final fuel consumption figures were 5.7 litres of 95 RON unleaded for every one hundred kilometres, from the 42 litre tank. Suzuki quotes 5.9L/100 km for the combined cycle.
From standstill and asked gently, it’ll move away quietly but there’s some hesitation. Prod a bit harder and the shifts smoothen, becoming less noticeable and the speedo dial’s travel is seen with more alacrity. The torque steer is quickly brought under control and there’s further mitigation thanks to the limpet grip of the 225/55 Continental tyres on 17 inch black painted alloys.
As a result, steering response is rapid, with a good weight and in reality, very little understeer under most driving conditions. Suspension is the tried and true combo of MacPherson struts up front and torsion beam rear. Again there’s some rear end movement on bumps and curves, but again only momentarily noticeable. But it is noticeable.
Outside there’s minor but obvious changes to the trim compared to the “regular” Vitaras. There’s a different grille insert, with plenty of chrome and hexagonal print to the plastic but there’s no air intake in the grille. That’s left to a small slot at the base of the front bumper, allowing air to pass over the engine’s intercooler. There’s black shrouding along the sides which joins the black painted wheels and wraps around into a black and grey valance in the rear. There’s also a prominent, perhaps too overt, Turbo badge on the right side of the non powered tail gate plus parking sensors all around. The black roof is a $995 option, however Suzuki says 60% of the Vitaras coming to Australia will already have the black roof.
Inside it’s a mix of cloth and leather on the seats (driver and passenger non electric), flat and piano gloss black plastic on the dash, with noticeable upper console reflection into the windscreen, an aluminuim look plastic insert on the left side of the dash structure (which is an interchangeable option) and features the same Turbo badge as seen outside. Safety wise, there’s seven airbags included.
There’s colour coding on the air conditioning vent surrounds and clock but disappointingly Suzuki hasn’t chosen to add some extra sparkle to the dash by placing a colour LCD info screen, instead keeping the same monochrome one as seen in other Suzuki cars. There are auto headlights as a positive, as are rainsensing wipers, but only a driver’s window Auto down as a negative. Bluetooth controls on the steering wheel are tucked away at the seven o’clock position and a push button is employed for the Start/Stop.
There is the touchscreen though, mounted centrally in the dash, to add some extra colour appeal and has the four quarter home screen allowing a driver to easily access from the start the radio, satnav, app screen (with Apple CarPlay but not Android Auto) or Bluetooth menu. The satnav is simple to use but the audio completely blanks the radio when giving directions. The radio’s tuner is not as sensitive as some, with more noticeable dropout in some areas. I’d also like to see a proper centre console, not just the no elbow support/cup holder style.
Rear leg and cargo space (375 litres, seats up) is fine for a four passenger setup but three in the rear would be a touch squeezy. The cargo area itself is smartly designed, with two plastic pockets bracketing the lift up shelf, which access the space saver spare. They’re just big enough for cans of liquid refreshment by the half dozen and handily stop cans of pet food rolling around too.
Roadwise, it’s a competent handler, with minimal body roll, sits flat on the road and is composed over mildly unsettled surfaces if going straight ahead. The Vitara Turbo has, as mentioned, that rear end skip and is also afflicted with the same, somewhat odd to feel, shorter suspension travel crash and bang and occasionally the front end felt as if the strut towers were about to fall out after coming off the larger speed reduction humps. Otherwise, a driver can expect a well sorted ride, a quiet ride and a responsive steerer.
Transmission selection for the Sports or manual mode is unusual in that there’s no left or right movement of the lever, rather a further pull back to select M, then allowing the steering column mounted paddle shifters to be employed. On the dash screen, Suzuki has elected to show, next to the ratio, a dot if the computer says it’s the right gear or an arrow for upshift. It’s different but effective.
The brakes, interestingly, seemed to have more bite once the pads had warmed up. On downhill runs on a tight and windy road, behind some gently moving traffic, the brakes were applied with just a dab on the pedal here and there. Once out of this and on a flatter road, the grip was more noticeable on the discs.
At The End Of the Drive.
Priced at $28990 plus on roads for the 2WD (and $32990 plus on roads for the AllGrip), the Vitara Turbo 2WD offers surprisingly good performance from the engine. The transmission and ride quality deduct points though, but as a package and with the fuel consumption figures being so liveable with around town, they’re minor issues.
Along with Suzuki’s three year/one hundred thousand kilometer warranty, there’s the comfort of the cabin, with supportive seating, that user friendly touchscreen and decent audio. For further details, click here: 2016 Suzuki Vitara Turbo 2WD
Suzuki Goes Back To The Future For The Baleno.
Suzuki has resurrected a nameplate that, in its day, managed to sell solidly. The Baleno has returned, bringing with it both a familiar yet updated look and splashes of modern technology. There’s a two model range with a GL manual and auto and the range topping GLX Turbo.
Here’s the skinny on the revamped Baleno.
Key Features including Apple Carplay, Satellite Navigation, Reversing Camera and DRLs standard across all grades.
GLX Turbo with powerful 1.0L Boosterjet turbocharged engine, with 16” Alloys, HID Headlamps, Digital Climate Control & more.
Outstanding fuel economy of only 5.1L/100km (GL Manual).
Suzuki Australia is pleased to announce that the all new Baleno is officially on sale in Australia. Suzuki’s new small hatch competitor redefines great value compact motoring in Australia, with the Baleno GL Automatic starting from just $17,990 Drive Away.
The all new Baleno small hatch features more passenger space and legroom than the smaller Swift, whilst having a large cargo area with 355 litres of boot space, similar to a Corolla hatch boot and bigger than Mazda3 hatch’s boot.
The stylish Baleno, with flowing lines customary of small segment hatchbacks, will also be available with Suzuki’s Boosterjet turbo engine. The Baleno GLX turbo boasts a better power to weight ratio than the Corolla, whilst returning outstanding fuel economy of just 5.2L/100km.
Suzuki is continuing its position as a leader in Satellite Navigation, with every Baleno in the line up fitted with the same multimedia unit as Vitara, including Satellite Navigation and Apple CarPlay.
Suzuki Australia General Manager Automobiles, Andrew Moore stated:
“The new Baleno provides Suzuki with a Small Hatch competitor that offers outstanding value and great styling. And with the addition of Turbo, loads of driving excitement too.”
Core to the Baleno’s development, was ensuring the vehicle was not only stylish but also spacious, with a focus on usable cabin and cargo space.. Whilst the vehicle length is just under 4m, the increase in cabin space especially when compared to Swift is considerable including 87mm of additional length from accelerator pedal to rear seat hip point (more passenger space), and 124mm from the rear hip point to the back of the vehicle, increasing boot space. Length of the front was reduced, to make the vehicle shorter overall thus easier to park.
“Baleno is amazing value at just $17,990 drive away and with its passenger and boot space should be considered by anyone looking at small hatches like Corolla or i30. And with Sat Nav, Apple Carplay and a reversing camera standard, it’s the best value on tech too.”
“Suzuki Australia Pty Ltd’s average monthly sales have grown by 19% since 2014, with the successful launch of Vitara and with Baleno I have no doubt this growth will build even further”.
It’s keenly priced too, with Suzuki placing the GL manual at $16990, auto $17990 and the GLX turbo at $22990. These are drive away prices as well, making the Baleno a sharp entrant into an already crowded market. The features, size, room, and Suzuki’s fuel economy should make the Baleno a serious consideration. Check out the range here:http://www.suzuki.com.au/vehicles/hatch/baleno
A Wheel Thing will bring you a review soon.
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