Kia Updates Logo And Carnival For 2021.

This is the new logo for Kia. It was unveiled on January 6, along with the new motto for the Korean car company. “Kia’s new logo represents the company’s commitment to becoming an icon for change and innovation” said Ho Sung Song, Kia’s President and CEO. “The automotive industry is experiencing a period of rapid transformation, and Kia is proactively shaping and adapting to these changes. Our new logo represents our desire to inspire customers as their mobility needs evolve, and for our employees to rise to the challenges we face in a fast-changing industry.”

The company also employed drones to make a skyshow reveal, with 303 separate craft took to the darkness above Incheon. By doing so the drones are now listed in the Guinness Book of Records for the most unmanned aerial vehicles involved in a pyrotechnic display. Kia have also released details of the 2021MY Carnival. Based on the same new platform as the recently updated Sorento, the Carnival brings striking new looks to the four model range. Here is the pricing matrix, with premium paints at $695. Kia’s signature is the “Tiger Nose” grille and this now extends widthwise via the front lights to further dominate the bluff nose. Slimmer headlights incorporate LED Daytime Running Lights at either end. The Carnival will feature a full tail-width light bar, similar to the look as shown on the Korean release Stinger. It loses weight visually for the rear of the Carnival.

Depending on specification, Carnival will have 17, 18, or 19 inch alloys. Eight colours for the skin will be available, and a “floating island” roof is a stand out, thanks to blacked-out A And B pillars, along with the new signature for the C pillar, a fin that abuts the rear of the sliding door.

Kia have shortened the front overhang, and moved the A pillar rearward to give a longer bonnet to the popular people mover. The chin has the familiar black urethane airdam.The chassis is new and provides better interior packaging, enhancing and providing a more useful interior. Kia calls the philosophy “Spatial Talents”, with a futuristic feel including a wider panoramic screen dash and haptic feedback tabs. The drive selector is now at a more “fall to hand” position at the centre console’s base.

Interior room improves thanks to an increase in the wheelbase, up to 3,090mm. Width is up slightly, by 10mm to 1,995mm. In length, an extra 40mm has been added for a full 5,155mm. This adds 30mm to the rear overhang and increases room for both cargo and third row passengers.

With the middle and rear rows laid flat, cargo is up to a class leading 2,095L. With the third row up there is a huge 627L. Loading items in is now easier with a lip drop of 26mm.The hub of the car’s connectivity features is the high-tech digital display. In Si, SLi and Platinum trims this links Kia’s latest 4.2-inch digital driver instrument cluster and 12.3-inch touchscreen infotainment and navigation system under a single seamless piece of glass. The S level trim has an 8-inch Audio Visual Unit and a 4.2-inch TFT information cluster for the driver. Voice recognition tech is on-board with both Android Auto and Apple CarPlay.

In a market dependent sense, Kia Live will allow for information such as live traffic updates, weather updates, remote destination provision, and potentially even parking information. The satnav system has a ten year update availability for the maps.

An unusual feature is the Rear Passenger View & Talk. This allows the driver to keep their view ahead whilst using a small camera and microphone to check on and converse with the passengers behind them. The rear seat passengers also may be able to operate the infotainment system.The SmartFob provides a higher measure of hands-free operation for the powered sliding doors and tailgate with a presence sensor opening or closing the doors if read for three seconds. A safety feature embedded in the Carnival’s extensive package is SEA, Safe Exit Assistance. Sensors will monitor traffic and stop the sliding doors from opening if traffic is detected. This is aimed at the family users with smaller children eager to disembark.

HDA, Highway Driving Assist, is Kia’s Level 2 autonomous driving technology. This brings the Carnival into a different level of safety, with a front view camera and radar reading forward traffic and adjusting braking, acceleration, and steering if required.

A new safety system is Rear Cross-Traffic Collision-Avoidance Assist (RCCA) and this works by automatically braking the Carnival if sensors detect oncoming rear traffic. Other features such as Lane Following Assist (LFA); Highway Driving Assist (HDA); and Surround View Monitor (SVM) will be available on a market dependent basis.Power will come from either a 216kW/355Nm petrol V6, or the grunty 2.2L diesel with 148kW and 440Nm. The latter will already be familiar to many, and has also been given a makeover with new injectors, balance shafts,an alloy block instead of iron, and a different exhaust system for better emissions. Kia says 170 grams per kilometre. For the petrol engine, refinements have a combined fuel consumption figure of 9.6L/100km, a betterment of around 10 percent.

Transmissions will be the very good eight speed auto across the board. Underneath are completely revamped front and rear suspension components with a new IRS and a new “skeletal cross member” up front. This provides a better geometry to improve ride and sharpen handling. Liquid filled suspension bushes further improve ride quality. The body is comprised of different styles of steel, adding flexibility where required, strength where required.

We’ll have the Carnival Platinum soon.

2021 Genesis GV80 3.0L: Private Fleet Car Review.

This Car Review Is About: A new entrant, one of three in its family, to the “luxo” SUV marketplace. Genesis has had the G80 and G70 sedans for sometime, and in late mid-2020 released the GV80, with the GV70 unveiled in November.

The GV80 has three engine choices, a single transmission, and varying electronics & trim aligned with the engines. There is a 2.5L four with front or all wheel drive, a 3.0L straight six with diesel fuel and AWD, or a petrol fed 3.5L V6 also with an AWD system.

What Does It Cost?: The range starts at $90,600 plus on-roads, with the 3.0L starting from $103,600 (plus ORC) and tops out at $108,600 (plus ORC). Genesis have gone to a fixed price, non-negotiable system, and that may deter some. However, when buying a house, the price generally tends upwards, not downwards…

The Luxury Pack that was featured in our review vehicle is $10,000. It’s an extensive list of features that are included and really add extra value overall. For the driver there is a device that scans the face and provides a Forward Attention Warning service. A self parking and parking assistance package is part of it, with forward and reverse parallel and perpendicular parking assistance.

RANC or Road Active Noise Cancellation makes the cabin an incredibly quiet place to be. That can be enjoyed for the 18 way powered driver’s seat that includes Pelvic Stretching and bolsters that close in on the sides of the driver in Sports mode or heavy acceleration. It’s a seven seater and the third row seats are powered, moving at the touch of a button, including a recline feature.

The doors are soft close and the tail gate door is powered, as expected. The driver has a super clear high definition 112.3 inch display including a three dimensional effect look that has to be seen in the flesh to reveal. Multi-zone climate control with rear seat controls is standard in the Luxury package too. The centre row has heating in the outboard sections.

All seats have ultra-soft Nappa leather with “G-Matrix” diamond quilting sewn in.

Under The Bonnet Is: A return of history, in one context. German manufacturers have stayed with the tried and true straight six for a reason, and Genesis clearly thought that the addition of one to the range was worthwhile. And it is.

Being an oiler, it’s not about the peak power (204kW), but the peak torque and where that comes in for the engine’s rev range. In this case there are a hefty 588Nm of torque, available from an easy going 1,500rpm through to 3,000rpm, not far off the roll-off to the peak power’s 3,800rpm.Economy for the big GV80 (2,267kg before passengers and fuel) improved during our drive. It started close to 10.0L/100km and finished dead on 8.0L/100km on our 70/30 drive cycle. Genesis quotes a hefty 12.0L/100km on the urban, 7.0L/100km for the highway, with 8.8L/100km for the combined.

On The Outside It’s: Familiar yet different. There are hints of other brands, noticeably from Germany, however it’s also distinctively its own vehicle. It’s shorter than it appears, with the styling making it longer than 4,945mm. Height is imposing at 1,715mm, with overall width of 1,975mm seeming a big handling ask. But no.

The vehicle supplied came with the Luxury Pack which includes a largely gloss-free white paint. This beautifully highlights the chromed Genesis “Crest” shield grille, the double row LED headlights and tail lights, plus the chromed side strips and piano black inserts in the front and rear bumpers. The rear door is powered and accessed via, smartly, a small press-tab in the wiper motor housing.

Along each flank rests two creaselines, one from front to rear from the bonnet line, the other covering the front and rear wheel arches separated by the doors. There are two vents mirroring the front and rear lights at the rear of the front guards. The rear windowline is distinctive, with a triangle finish to the D-pillar.Wheels are 22 inch alloys with a multispoke design. Grip is courtesy of 265/40 Michelin tyres.

On The Inside It’s: A place to stretch the legs and shoulders in utter comfort. Beige leather in the test car with diamond padding, electrically adjustable for all three rows, and beige suede style material on the roof are absolutely sumptuous. There are two separate sunroofs to bring in light from above.

The rear and centre row seats have individual electric controls. These raise and lower on command, and include the headrest folding on the rear row. The centre row can be moved fore and aft, and can move to a position to allow ingress and egress for the rear seaters. They are a little on the slow side for our taste, however there is a safety factor to consider for that speed.Cargo space with the third row seats down is huge at 727L. This increases to 2,144L with the second row folded.

The driver has a classy looking two-spoke two-tone leather bound steering wheel, also with electric adjustment, along with a two position seat memory setting.

For the driver there is a dash that is fully digital plus it has an extra cool feature. Aligned with a sensor strip that monitors the driver’s eyeline, the display has a 3D effect. It’s quite an unusual sight, seeing a flat screen suddenly blur for a flicker of a moment before providing a true 3D depth. For those that have an issue with it, it can be switched off. The driver also has a HUD display. A user friendly feature here is either the left or right dial change to the outside view when the indicator stalk is employed. the screen has a high pixel count so it works perfectly with the quality of the lenses used.In the middle of the upper section of the black and beige trimmed dash is a wider than widescreen touchscreen. Touchscreen, in this case, is a bit loose, as it’s set too far back in the dash and blocks off the centre-dash speaker. By the way, as good as the Lexicon sound system is, not having A-pillar mounted tweeters drags down the soundstage, as high frequency signals are directional in nature, and the door mounted units fire straight into the legs of the driver and passenger.In the centre console is a crystal look rotary drive selector dial, and a larger silver ringed white opaque circle. The silver ring is the default interface for much of what the touchscreen would do, and embedded in the menu options is a tutorial on how to use the opaque circle for items such as entering in an address for navigation. It works, but not excessively well. At the bottom left is the tarmac or terrain drive selector. With a push it switches between tarmac or soft-roading (Mud, Snow, Sand), and a twist changes the desired drive mode, with a commensurate change of the look of the digital driver’s screen.To the left is a cupholder insert, with a hinged door that folds to the right. Easy for the passenger, not so for the driver. However, a nice touch is the woodgrain trim here, and the sliding door at the far end of the console that reveals a wireless charge pad. It’s inclined to around 50 degrees, and aligned horizontally too, making for easier placing and removal. The whole centre console is a floating design though, and largely unusable as the squabs come up to almost the lower section of the top of the console.In between this and the touchscreen is a haptic feedback screen to operate the climate control. Again, it’s good but just a little fiddly for the section for fan speed, requiring a little more precision than necessary to adjust the horizontally aligned stripe. It’s backlit and only visible when the ignition is on.

On The Road It’s: Quicker than the seat of the pants will suggest. The linear torque delivery and free revving 3.0L six will launch the big GV80 at a velocity that feels rapid but not indecently so until you eyeball the numbers. The superb noise isolation mutes a lot of the aural feedback the brain would normally use as a guideline here, so when the numbers are changing at a rate the brain says otherwise to, it comes as a bit of a shock, and a relief to know that it’s working better than expected. We mentioned how quiet the cabin is earlier. Acoustic glass reduces road noise so the driver can enjoy the experinece at a higher level.

Bearing in mind the mass of the GV80, it’s a superb handler with: Genesis Adaptive Control Suspension (GACS) – including; Road Preview-Electronic Control Suspension (Preview-ECS) & Dynamic
Stability Damping Control (DSDC), says the specification sheet. In normal driving this has the rear of the GV80 slightly wallowy, with that just little bit too much softness for our tastes in the rear. The front is more tied down. Move to Sport and the suspension tightens up but not to the point that it’s excessively hard. The car’s driveline can be customised, so the engine can be in Comfort mode for, let’s say highway country driving, but the suspension and steering in Sport, to suit the driver’s taste and road conditions.

Braking is en pointe, with 360mm by 30mm discs up front with twin caliper pads, single calipers at the rear. The pedal measurement for just how much pressure is required is amongst the most intuitive we’ve experienced, and we were able to judge to a pinpoint, stopping distances.

Steering and there are hints of understeer in certain driving circumstances, with one particular corner a great test, at suburban speeds, of who much steering is required versus how far the nose naturally drifts wide or stays on line. Here we found the GV80’s front end requiring only a whiff of extra turn to have the nose where we wanted it to be.

In day to day driving over the seeming too-short week, the GV80 delivered on its promise of a luxury SUV, with the ability to street brawl. It’s an easy park that belies the size, has a beautifully sorted drive and handling setup, and delighted from ignition on to off.

What About Safety?: Standard safety features are extensive, again, as you’d expect. Blind-Spot Collision Avoidance-Assist with Rear/Side vision, Blind-Spot View Monitor, Driver Attention Warning that also includes Leading Vehicle Departure Alert. This beeps gently at the driver to advise the car ahead has moved on from a stop sign or traffic light.

Forward Collision Avoidance Assistance which brings in Car/Pedestrian/Cyclist detection, Junction Turning/Junction Crossing function, plus Rear Cross Traffic Collision Avoidance Assist, Lane-Change Oncoming/Lane-Change Side function, Evasive Steering Assist function, High Beam Assist and Lane Following Assist. The front seats have pretensioning belts. Ten airbags are fitted with a front centre side airbag, thorax and pelvic airbags for the front passengers, and thorax bags for the second row.

What About Warranty And Service?: Industry standard here at five years and unlimited kilometres for the warranty and that includes 24/7 roadside assistance and courtesy vehicle when being serviced. Servicing is performed at a dedicated centre however Genesis will arrange, at a distance of up to 70 kilometres from the main centre, to pick up and return to your place of work or at home. Genesis connected services are coming and information is available online.

At The End Of The Drive. Genesis have delivered a smack in the face to the established brands that provide luxury SUVs. The addition of the somewhat quirky looking GV70 bolsters their offerings in comparison to BMW or Audi or Mercedes with their more extensive range. As a package, the GV80 is what a cricket team needs in a test: a solid and dogged opener, with the ability to lay a foundation that the rest of the team can build upon.

With our week behind the wheel we feel that the GV80, in the specification tested, is a classic opening stand. There is a lot to like and it’s almost perfect straight out of the box. Almost. But the “negatives” such as they are, do very little to dull the shine of what the GV80 offers. And that’s a competitive, price appealing, high driver enjoyment level, raise of the middle finger to other brands and those that sneer at Korean offerings.

BEV & E-GMP Are The Way Forward: Hyundai.

In a major step forward in the electric car industry, Hyundai Motor Group has unveiled its new Electric-Global Modular Platform or E-GMP. It will produce a BEV or Battery Electric Vehicle in a dedicated move to create a core platform to develop the technology.To be launched in 2021, the program will form the basis for Hyundai’s next Ioniq, a dedicated BEV from Kia, and potentially other models for the brands. E-GMP is intended to be a bespoke platform for the company’s BEV range, having benefits such as increased development flexibility, powerful driving performance, increased driving range, strengthened safety features, and more interior space for occupants and luggage.

Driving performance will allow a sport-oriented model to achieve sub-four second 100kph times, whilst the platform can accommodate SUVs, sedans, or Crossover Urban Vehicles. By using a system called modularisation, it makes for better building and cost amortisation. The chassis design can be shrunk or stretched to accommodate the battery placement and therefore ensure weight distribution is always as appropriate as possible. A five-link rear suspension system, which is typically used for mid and large sized vehicle segments, and the world’s first integrated drive axle (IDA), which combines wheel bearings with the drive shaft to transmit power to the wheels, enhance ride comfort and handling stability.

The structure will be ultra-high strength steel for rigidity, with hot-stamped steel parts adding to the torsional strength. Energy absorption can then be designed into the structure as needed. This includes the front of the chassis where the A-pillar can deform to spread energy from an impact and thereby diverting kinetic energy from the floor mounted battery and front engine.
Short overhangs maximise interior packaging, and assisted by the flat battery floor, means any vehicle can be tweaked to suit a specific use target. this could include seating layout and positioning for leg room.

Drive will come from an integrated, single module, unit, which is able to raise the rotational speed by up to 70% over existing units. The module is comprised of a motor, EV transmission, and an inverter. A smaller size means less weight and yet efficiency isn’t compromised.

“Today our front-wheel driven Hyundai and Kia BEVs are already among the most efficient ones in their segments.” said Albert Biermann, President and Head of R&D Division for Hyundai Motor Group. “With our rear-wheel driven based E-GMP, we are extending our technological leadership into segments where customers demand excellent driving dynamics and outstanding efficiency.”

Fayez Abdul Rahman, Senior Vice President of Vehicle Architecture Development Center for Hyundai Motor Group: “E-GMP is the culmination of years of research and development and brings together our most cutting-edge technologies. Our BEV line-up will evolve and be strengthened by this innovative new platform.”

Extra cooling has allowed Hyundai to redevelop their battery system. It is denser and more compact, with up to 10% more density in comparison to what is currently available. Linked to the engine unit is the inverter power module that uses Silicon Carbide material. This enhances efficiency by two to three percent and then allow a range extension from that battery of up to 5%. The battery module itself will be a standardised model, with a pouch-type cell structure that can be tailored as per design specification.

Drive itself will be predominantly rear wheel oriented. All wheel drive configuration on the E-GMP platform will be available. Hyundai will employ a EV transmission disconnector that “talks” to the front motor if fitted, and can switch, on the fly, between two and all wheel drive.As charge point infrastructure changes, Hyundai has future-proofed with an investment in a European based network, IONITY. The name also fits the IONIQ branding for Hyundai’s current EV range. IONITY currently offer 308 high power charge points that can charge at up to 350kW. There are 51 extra stations under construction with a view to offering 400 points by 2022.

E-GMP bring some forward looking tech. Charging at 800V is standard, with a switch to 400V available if necessary. The system has a patent on the technology as there are no additional equipment requirements to “step down” or “step up” the charge. A fully charged battery can provide over 500km of range, and can charge to 80% in just 18 minutes and in five minutes provide up to 100km of range.

There is also a new ICCU, or Integrated Charging Control Unit. This brings what is called V2L, or Vehicle To Load. Instead of a single path, being from a charge source to the BEV, a E-GMP vehicle can discharge to another electricity requiring source from 110V to 220V including another EV. Maximum output is rated as 3.5kW which Hyundai says could power a 55-inch TV for up to 24 hours.

Sibling company Kia is also part of the program, employing its “Plan S” strategy. One key aim is 20% of their vehicles to be EV in sales by 2025 and they are aiming to have seven dedicated BEVs by 2027.

2021 Kia Picanto S Manual: Car Review.

This Car Review Is About: The baby of the current Kia range, Picanto. A pert five door hatch, Picanto is available in either S or GT-Line specification. It’s also one of the cheapest new cars currently available to buy in Australia.How Much Does It Cost?: Kia has the Picanto S, in manual transmission and 1.2L engine spec, at $16,990 and in non-metallic Clear White. The specification sheet supplied by Kia says there are no options available aside from the exterior colours such as Sparkling Silver, Honey Bee Yellow, or Aurora Black Pearl at $595.

Under The Bonnet Is: A 1.25L petrol four and a five speed manual in the review vehicle. There is an auto available with just four ratios available. That engine is the only option with the turbo 3 cylinder reserved for the Rio GT-Line. Peak power is 62kW (6,000rpm) and peak torque is 122Nm at 4,000rpm. Economy is a strong part of the Picanto’s appeal, with a combined figure of 5.0L/100km (manual) from the 35.0L fuel thimble. Our final overall average was a very creditable 6.0L/100km with a best of 4.4L/100km seen.On The Outside It’s: Not as visually appealing as the GT-Line. The Picanto S has a wheel and tyre package of 175/65/16 with steel wheels and plastic covers. The front bumper has halogen driving lights that come on with the ignition, with the bumper jutting forward from the headlights and tiger nose grille. There are no LEDs here, it’s pure old-tech front and rear on the slightly boxy body. The Clear White emphasises the more cubic shape of the Picanto when it’s sans GT-Line enhancements.On The Inside It’s: Dominated by the now ubiquitous stand alone touchscreen. At 8.0 inches in size it’s well amongst the standard sizes and features smartapp compatibility. Both Apple and Android are wireless and have voice recognition. Sound is good without being muddy. There is also a USB and 3.5mm socket in the lower front centre console.

The driver’s display is also familiar with a 4.2 inch colour display and analogue dials. An intriguing feature is the screen rolls lines upwards as the vehicle moves along and the driver changes gears.

Plastics throughout tend to the hard side; there is no soft touch on the binnacle, console, door tops, to add a touch of comfort. The upper section of the cabin is trimmed in a light grey material to counterbalance the largely black lower section.Seats are cloth covered, manually operated, and comfortable enough for the Picanto’s natural home, short suburban runs. Front seat leg and head room is adequate, as is rears eat head room, but taller people will find the rear pew a little claustrophobic. And nominally a five seater, the rear seat is not suitable for three adults. Luggage space echoes this at 255L (seats up) with 1,010L available with seats folded.On The Road It’s: Suitable for purpose. The 1.2L engine is by no means a firecracker, with alacrity not a word in its dictionary. That may sound harsh as even with four aboard, it pulls well enough although noticeably blunted compared to having just the driver aboard. Even with the free-spinning engine being wound up, it’s enough for moderate acceleration only. It also makes it a questionable choice as being the only engine option for the GT-Line version.

We’ve noted previously the soft springing for the clutch and gear selector; there is little to no weight in the lever and a very gentle one finger movement is enough to see the first to second to third and so on happen. The clutch is the same, there is no real pressure here at all. However, there is an upside to this and it’s that the Picanto S manual slots into the space needed for a learner driver.

It’s ideal for a new driver because that combination of soft clutch and lever won’t be intimidating and the pairing make for the ideal training mechanism. This applies to the somewhat woolly steering and soft suspension setup. The Picanto S bottoms out easily to the bumpstops, meaning some serious speed reduction or driver planning is required to lessen the bang thump. The miniscule disc and drum brake combo do a decent job of hauling up the petite Picanto, and work great with the down-changing of the gears coming to a set of lights or a stop sign.What About Safety?: Autonomous Emergency Braking with Forward Collision Warning is standard, however there is no Blind Spot Warning, Lane Keep Assist, or Rear Cross Traffic Alert. These may seem a major omission however it brings back to the driver their responsibility to not be trained to rely on electronic aids.

What About Warranty And Service?: The standard seven years warranty and capped price servicing applies. Total cost over the seven years is $2,806, for an average cost of $400 per year or just $7.70 per week. Years two, four, and six are where the costs climb higher than the others.At The End Of The Drive. For less than $18K (with metallic paint) the Picanto S manual is ideally priced to be a first new car or a supplementary car. It’s a city car, a suburban car, and fulfills this design brief perfectly. It’s comfortable enough for the city environment, has the basics at a suitable level for tech and entertainment, and provides a reasonable ride and handling package. It’s the sort of vehicle that, when expectations aren’t of a super level, it meets those expectations perfectly.