2020 Kia Rio GT-Line: Private Fleet Car Review.

This Car Review Is About: Kia’s second smallest car, complete with attitude and spunk. It’s a bit like “it’s not the size of the dog in the fight, it’s the size of the fight in the dog”. Complete with a three cylinder engine and DCT, plus some body add-ons, and in the review car’s case, an eye-catching Mighty Yellow paint, how much fight is in this pint size warrior wannabe?How Much Does It Cost?: $24,490 drive-away plus $520 for premium paint.

Under The Bonnet Is: A relatively tiny 1.0L three cylinder with the Hyundai/Kia Smartstream label. But don’t think it’s too small for the Rio. 74kW and 172Nm (1,500 to 4,000rpm) combine to foist upon the 1,197kg (dry) machine enough pizzazz and spriteliness to provide enough of a grin factor when the car is driven…ahem…appropriately.It’s cheap to run as well; our worst was 7.0L/100km, with a best of 4.1L/100, with a final average of 6.2L/100km. Tank size is 45L worth for regular unleaded. None of those figures are far from Kia’s official figures of 5.3L/6.3L/4.8L per 100km on the combined/urban, and highway drives. And not that many would, but towing is rated as 1,000kg. Transmission is a seven ratio Dual Clutch Transmission.

On The Outside It’s: Largely unchanged for the past couple of years. It sits nicely in the compact class at 4,070mm in length although it looks smaller. It’s 1,450mm high, and 1,725mm wide, sitting on a wheelbase of 2,580mm.

That means it’s a stubby little thing with short overhangs, and slightly cubical when seen from either end directly. In profile the A-pillars have a slope that matches the rear pillar, bringing some visual balance to the main body.

Driving lights are the four-cube set, cast to either end of the front bar and in an enclosure limned in black that reaches out but doesn’t quite meet a slim air intake sitting under the main slimline tiger-nose. This is echoed with a mirror set in the rear bumper that has a pair of reflectors.

Wheels are 16 spoke 17 inch alloys with dark grey highlights, shod in Continental Contisport Contact rubber at 205/45.On The Inside It’s: Quite sparsely trimmed. The seats are a black cloth with white stitched leather bolstering, white piping, and fully manually adjustable. No electronics at all. Pedals are alloy, and a carbon-fibre look inlay runs full length across the dash. Otherwise, plastics are a bit low-rent to look at and touch aside from the piano black for the air vent, touchscreen, and drive selector surrounds.

Driver’s dials are analogue with the familiar 4.2 inch info cluster. Here is where a digital screen would have been a nice step up. Aircon controls are basic yet idiot-proof dials and push-buttons, sitting over a 12V & USB port. A sole USB port sits at the end of the small centre console. The main touchscreen is an 8.0 inch unit in glorious monochrome, featuring AM, FM, and Bluetooth along with Android and Apple compatibility.Convenience features run to bottle holders in each door, a pair of console cup holders, and rain sensing wipers. No airvents for the rear seaters though… Luggage space is 325L to 980L, with the second row seats folding but not level with the boot floor. That’s not quite enough for a weekly shop for a family of four, but then, the Rio GT-Line probably wouldn’t be in a driveway for that demographic.

Solar or UV blocking glass is standard for the GT’s front three windows, with privacy glass for the rears. A drive mode tab is placed up towards the drive selector, with Eco, Normal, and Sport the choices. There’s a sporting hint with the now familiar flat bottomed tiller. Packaging overall is good thanks to the slightly boxy body shape.

On The Road It’s: Much better in Normal mode than Eco. There’s more life, lighter steering, whereas Eco drags the Rio GT-Line into the mud and everything feels heavier and slower. Sport mode adds extra zip and especially in the mid-range of the engine’s torque delivery. In Eco, the steering has a feel of the front tyres being deflated. Switch to Normal and it lightens up just enough to feel…well…normal.

The seven speed DCT isn’t one of the better of its type, nor is it one of the worst. The clutch gaps aren’t as bad as it has been, with stop then start driving feeling more intuitive and natural. And safer. It also makes for normal and sportier driving a much more enjoyable experience, as changes are sharper, crisper, and more efficiently translating into getting the Rio percolating.

Engage Sport and it’s even swifter, however switching to manual changing (no paddle shifters either, by the way) and there’s a hint more speed in the cogs swapping. Under a gentle foot there is also the audible changes for the gears, with the three cylinder thrum that is so characteristic of these engines running up and down in the revs as the clutch disengages and re-engages for the next ratio. Some DCTs take time to warm up and perform at their best, Kia’s is somewhere between that and being ready to go from the get-go.Ride quality is where the Rio GT-Line varies. It’s too hard sometimes, with little travel and tyre absorption. There’s just that little bit too much bang-crash on some road surfaces, but in contrast nicely dials out any float, with zero rebound on those wallowy surfaces. There is ample grip from the Continental rubber too, making cornering at increasing speed a simple proposition, alongside easy lane changing.

Hit a flat road and it’s ideal, feeling tied to the tarmac, and it’s on this kind of surface where the GT part of GT-Line pays off. Ditto for the engine as that broad swathe of torque effortlessly pulls the GT-Line along. The steering is almost ideally weighted, with little effort needed to switch lanes. Road noise is noticeable but not to the point that cabin conversations feel intruded upon.

What was apparent, too, was the rate of rolling acceleration. Where a merge road goes from 80 to 100 or 110, a change of pace, rapidly, is needed. Here the Rio GT-Line shows appreciable agility without being a neck-snapper, with decent forward progress. It’s perhaps where the 1.2L three with more torque would be a better fit for the name GT-Line.What About Safety?: Autonomous Emergency Braking with Forward Collision Warning, Lane Following and Lane Keeping Assist. Six airbags, and the mandated assorted electronic driver aids are standard.

What About Warranty And Service?: Kia’s standard seven year warranty applies. Total service costs across the seven years is $3,299. That’s an average cost per year of $471 or just nine dollars per week. As is the norm, it’s service four for the big ticket cost at $704, with year five under half that at $319. Year six and seven see $602 and $569.

At The End Of The Drive. Kia’s Rio GT-Line isn’t aimed at the hot hatch market. It’s not aimed at the warm hatch market. It’s aimed at those that want a semblance of performance combined with user friendly economy figures and no need for anything bigger. It’s an ideal first car for the new driver as it’s not excessively endowed with snap/crackle/pop BUT there is enough to provide the appropriate grin factor.

As such, the Kia Rio GT-Line offers up a decent amount of fight however those looking for something with more spice will look elsewhere. That’s no shade on the GT-Line, by the way. It’s intended to be what it is and it fulfills that particular brief perfectly. Check it out, here.

MG Powers Up With Australian Release of ZS EV.

Historic nameplate MG joins the EV revolution with the all-new, full-electric MG ZS EV compact SUV. Now available to customers in Australia and New Zealand in one trim level only, it’s the cheapest EV available with a drive-away price of $43,990. That price includes an eight year, 160,000 kilometre battery warranty, and a five year, unlimited kilometre, car warranty. Roadside assistance is included for five years.It’s a price that is sure to attract keen interest. The CEO of MG Australia and New Zealand, Peter Ciao, said: “Until now, buyers have had to pay a premium price for an EV. This has meant that only a small portion of the public can afford to buy an EV. Our vision at MG Motor is to change this situation by making electric vehicles available and accessible to everyone. By removing the affordability barrier, we are seeking to fast track EV adoption in Australia and New Zealand.” MG have located the charge port for the front electric motor rated at 105kW and 353Nm at a central point. Charging is provided via a standard CCS2 socket located conveniently behind the grille. The flexibility comes from plugging in a standard household socket or a DC charge cable up to 350kW. This will bring the battery to 80 percent charge from zero in just 45 minutes. At home, it’s a standard overnight charge time for the 44.5kW battery, itself an in-house development by MG. The company is just one of three to have their own battery building facility.That battery size allows for the MG ZS EV to look at a range of just over 260 kilometres. It also endows the MG ZS EV with a 0-100kph time of a scintillating 3.1 seconds from a 1,532kg body, just 50kg heavier than a standard ZS. There are three drive modes to take advantage of, being Eco, Normal, and Sport.

The sole trim level doesn’t skimp on the niceties. Above the passengers is a Panoramic Stargazer glass roof, and at a surface coverage area of 90%, it’s one of the largest of its type. The fronts eat passengers have an 8.0 inch touchscreen complete with Apple and Android smartphone connectivity, satnav, and six speaker audio. drive selection is via a rotary gear selector and there are three regenerative modes.

The dimensions (4,314mm length, 1,809mm wide, 1,644mm tall on a 2,585mm wheelbase) provide plenty of head, leg, and shoulder room as well, along with a flat rear floor that provides up to 1,166L worth of cargo space when the 60/40 splitfold rears are folded. The leather seats have tight stitching and are well padded for comfort. Outside is the familiar “London Eye” headlight design and dual-tone alloys at 17 inches in diameter. Exterior colour choices will include one that is exclusive to the ZS EV, Clipper Blue. Buyers can also choose from Diamond Red metallic paint, Regal Blue,, metallic paint, and Dover White or Pebble Black.MG Pilot is the main safety system including Adaptive Cruise Control, Front Collision and Lane Departure Warning, plus Emergency Braking, and Speed Assist. It’s a five star safety rating for the MG ZS EV, with a high torsional strength cabin and rigidity factor. The battery has been certified independently to be fire, submersion, dust, pressure, impact, and salt spray resistant.

Our friends over at Exhaust Notes Australia attended the launch, and have provided this initial review

‘Electric for everyone’
MG Motor’s parent company, SAIC Motor, has invested heavily in electric as well as other new energy vehicle technologies, processes and battery production, making it one of only a handful of auto manufacturers to own its EV supply chain. In 2019, that expertise resulted in the production of more than 185,000 electric vehicles, making it one of the top five EV producers globally by volume. MG Motor now brings this experience to the local market, enabling it to deliver state-of-the-art EV technology at the best value and packed with features.

Hyundai Draws The N-Line.

Hyundai’s aggressive expansion has been bolstered by the news that the Korean goliath is adding to its i30 N-Line range with the Sonata, Tucson, i20, and Kona to all be given N-Line treatment. The current expected timeline is by the end of 2021 to have the full range in showrooms. This also includes the soon to be facelifted i30 hatch and new i30 sedan.Spearheading the launch, with i30 already available, is the new Sonata range. A heavily revised exterior brings dramatic lines to the handsome mid-sizer, including a unique frontal treatment which features Hyundai’s new signature Parametric Jewel Pattern grille. There are LED driving lights that run across the top of the assertively styled headlights and follow the leading edge of the bonnet’s shutline. In profile a hard and sharp edge rises over the elegantly sculpted flanks, finishing over a restyled rear diffuser in a bespoke N Line design and double twin-tipped exhaust outlets. Rear lights are low a striking U-shape on each side and joined by a brilliantly lit horizontal strip.

Power is from the Sonata N Line’s Smartstream 2.5 litre turbocharged four-cylinder engine which delivers 213kW and 422Nm of torque between 1,650 and 4,000 rpm. Transmission is the slick eight speed dual-clutch auto. That torque is courtesy of a turbo and a new cylinder head to allow better breathing. Dry mass is 1,636kg, and the body sits on its own unique suspension tune. There are firmer bushings, revised shock absorber valving plus higher spring rates whilst roll is controlled even more thanks to larger sway bars front and rear.To deal with the unexpected, N Line Sonata gets the full safety rig. It’ll be loaded with Forward Collision-Avoidance Assist, Lane Keeping Assist, Reverse Parking Collision-Avoidance Assist and Lane Follow Assist. Factor in Advanced Smart Cruise Control with Stop and Go and Blind Spot Collision Avoidance Assist and the N Line Sonata is covered.

Naturally there is a significant interior upgrade package as standard. A perforated leather wrapping for the steering wheel starts off, with supportive sports seats stitched in red. Sporty highlights come from the alloy pedals and alloy look trim for the gear selector and steering wheel.A customisable 10.25 inch widescreen touchscreen is front and centre. The driver sees a 12.3 inch full colour screen. This will provide four views, being driver assistance, parking assistance, navigation, and utility features. For sound and mobile phone support, there is dual Bluetooth streaming, allowing one to pair for music, the other for calls. Tunes will pump from a Bose 12 speaker system, and extra convenience comes from a smartphone charge pad, Hyundai’s Remote Start service, and soft touch exterior door handles.

The company also unveiled early hints on the Tucson N Line. Confirmation of on-sale dates is yet to be received.The release of the N Line foreshadows a step forward for the conglomerate of Hyundai, Genesis, and Kia. ccOS, the connected car Operating System has been developed in-house at Hyundai, and will be offered across the brands from 2022. The services has been working with computer parts maker NVIDIA, familiar to many for their Shield streaming device and graphics cards.

Standard across all models will be a heightened in-vehicle infotainment delivery, combining audio, video, navigation, connectivity, and artificial intelligence (AI)-based ‘connected car’ services, which will be broken down into four core areas of interest and usebility.

Secure Computing will offer protection for the vehicle with a monitoring of in- and external vehicle networks, and keeping data that is associated with vehicle safety isolated. Seamless Computing will focus on a provision of an uninterrupted service of connected smart devices and infrastructure. Intelligent Computing works with the AI to learn the driver’s style and driving methods. NVIDIA’s GPUs will process data in huge streams from within and outside the vehicle, with a look forward to new I.T. technologies

Hyundai Motor Group has been working with NVIDIA since 2015, and the NVIDIA DRIVE platform already underpins the advanced IVI systems found in the Genesis GV80 and G80, with a new fully digital interface expected to be unveiled in late 2021.

(Pictures are of overseas models and supplied by Hyundai.)

2021 Kia Sorento Sport+ Diesel: Private Fleet Car Review.

This Car Review Is About: Kia’s redesigned, inside and out, Sorento, specifically the Sport+. This sits one step below the range-topper GT-Line, which does have a couple of nifty features, plus a higher level of seat trim. However there’s little, in real terms, missing, for most drivers here. It’s a four model range, (S, Sport and Sport+, and GT-Line) all autos of course, with petrol engines driving only the front wheels or a diesel and AWD combination. The auto for the petrol is the normal torque converter type, the diesels run a dual-clutch.

How Much Does It Cost?: Kia’s spec sheet shows $57,390 driveaway for the vehicle supplied, including $695 for the sparkling Mineral Blue premium paint.

Under The Bonnet Is: 440Nm and 148kW from a 2,151cc diesel. That torque is spread from 1,750rpm to 2,750rpm. 5.3L/100km is the quoted highway figure, we saw a best of 5.7L/100km. Combined fuel consumption is quoted as 6.1L/100km and urban as 7.4L/100km from the 67.0L tank. Our overall figure for our 70/30 urban/highway run was 7.2/100km. The engine is a new design as such, weighing around 19 kilos lighter thanks to the integration of alloy in the process.

On The Outside It’s: Heavily facelifted, not unattractive, and big. 4,810mm in overall length, it stands 1,700mm in height with roofrails, and has a solid stance with a width of 1,900mm and a wheelbase of 2,815mm. Length and width are up by 10mm, and the wheelbase is increased by 35mm compared to the predecessor. Overhangs, though, have been reduced.

Kia’s signature “Tiger grille” now has LED headlights on either side, with multi-focal reflection emitters and LED driving lights in a cool boomerang angle. The indicators are also LED. The overall styling is sharper, edgier, and the leading edge of the bonnet is a sweeping curve that has the top section finishing over the front wheels. Effectively, Kia has taken the ovoid look of the previous model and applied a rasp to the curves, then filed them to a fine edge. It looks great and menacing in all black paint.

A striking motif, and one not to our tastes, is a new Kia signature and it’s the fin on the C-pillar. In alloy-look plastic, it’s a jarring, discordant look in comparison to the otherwise appealing lines. At the rear are new vertical styled lights that evoke a certain American two door sports car. Gone are the broader, horizontal, clusters from before. Another off styling choices is the location of the tab for the powered rear door. It’s right at the bottom of the metal, not in the much easier to access number plate recess. Underneath this is a restyled valance that hides the exhaust tips nicely.To help differentiate between the models, wheel sizes vary. The S has 17inch alloys, the Sport pair have 19s, and 20s underpin the GT-Line. 235/55 Continentals wrap the wheels.

On The Inside It’s: A very good looking place to be. Aside from being a seven seater, with tilt and slide centre row seats, there’s a completely new look for the dash. The airvents have a strong resemblance to the tail lights from a 1960s HR Holden, there is a double widescreen look to the driver’s display and touchscreen, and a better looking centre console.The seats are superbly comfortable, with support and comfort of just the right mix. the front seats in the Sport+ are both heated and vented in the GT-Line only, with the Sport+ having heating only, however the second row seats also get heating. All windows are one touch and there is a “pinch” safety function that stops upward movement if an obstruction is detected.

From the driver’s seat, adjustable ten ways electrically, the dash immediately ahead has the familiar analogue dials and colour info screen, however the housing is all new. the almost redundant binnacle sits over a broad, rectangular housing which runs in one unbroken line to finish level with the passenger side of the centre console. that extension now houses a 10.25 inch ultra-widescreen touchscreen. Here the screen itself defaults to a map and audio split, with the map quite dark. A subtle arrow tab allows for the audio screen to go full width. In the GT-Line a 12.3 inch LCD screen replaces the dials seen in the Sport+

New haptic touch controls underneath this replace the more familiar press or rocker switches for most of the basic aircon controls such as fan speed, the actual a/c engagement, and fresh or recirculating air. They’re a bit hit and miss in operation as more than once (ok, quite a few times) it took two or three attempts to touch the right one on the go. Convenience features come from auto on headlights, auto wipers, and a tab for opening the tailgate.On the dash and doors are pieces of pressed alloy look material, and there is a diamond look for the embossing. This is mirrored in the seat trim for the Sport+. For the third row there is switches to fold the centre row, and a aircon dial plus a pair of USB ports, one for each side. This echoes the front console having three, one for Apple and Android access (which also have voice recognition), the other two specifically for charging on the go. The centre row seats have their own console airvents and a pair of or charge ports, one USB and the other a 12V.Audio quality is amazing. The DAB tuner has better sensitivity than others, including some other Kia products, and there is something in the speaker mix that brought forth notes previously unheard. There’s depth, a great soundstage, and enough punch to please.

Those second row seats have their own party piece. In the cargo section and on the bottom of the sides of the seats are a pair of buttons. The rear buttons fold them, the seat mounted one fold and automatically slide the seats forward. Handy is the word here. Boot space has grown; fold the second and third row and there is 2,011L, up by a huge 349L compared to the previous model. With the third row folded up, it’s a smallish but up by 45L, 187L, growing to 616L if the third row is folded.Noise insulation is solid. During our test drive, the cicada season was in full flight (no pun intended) and the decibel levels outside was considerable. Hop into the Sport+ and the din was almost completely muted.

On The Road It’s: Almost faultless. There were occasional light-switch moments as the engine’s torque suddenly arrived as the electronics determined forward speed needed oomph. Judicious judgement of the throttle otherwise allowed for more precise acceleration, and there’s some serious urge from the quite small engine. Sink the slipper and the momentary hesitation expected from a turbo-diesel is quickly despatched, changing to getting shoved in the seat forward motion.

The AWD system helps getting grip to all four corners as the torque-split on demand system does its thing. Our time with the car coincided with some fairly decent rainfals, and the AWD was confident and sure-footed throughout. Underway and it’s clear the SmartStream diesel is effortless, and refined, with absolutely no diesel chatter. It’s muted, quiet, but vocal enough to let you know it’s ready and waiting to play. Towing? A not unreasonable 2,000kg.

Being AWD capable also allows Kia to add in, on top of the Comfort/Sport/Smart/Eco drive modes, Snow, Sand, and Mud. These are activated via a simple push of a console dial to switch between normal or soft-roading modes, lighting up the chosen mode. All modes are essentially a changing of the tune for the engine and transmission; Sport really sharpens things up for the eight speed auto with crisper, quicker changes. Smart uses an AI to learn the driver’s habits, whilst Eco and Comfort are best used for highway driving.

Road manners for the Sorento Sport+ are at a very high level. Drive is selected via a traditional rocker lever, and underway the Australian tuned strut and multi-link suspension is impossible to fault. Suppleness is there when wafting along, absorbing road irregularities without a twitch, whilst getting sporty sees the upper end of the suspension bringing a grin to the face for its prowess. Hit a bump, a ripple, a speed restrictor, and the Sorento Sport+ blinks and forgets about that momentary intrusion, settling the two tonnes of mass as if nothing happened. Steering weight is noticeable for the fact it’s just right in heft and feedback, and the stoppers could do with perhaps a hint more feedback.

Noticeable too is the fact the dual-clutch auto doesn’t exhibit any of the quirks the design is infamous for. No gap between gear engagement, from Reverse to Drive it’s quick to engage and smooth too. No clunks, no pausing, with the only minor hiccup a feeling of wanting to move forward when stopped at a sign or red light. Smooth and quiet, it’s now one of the best of its type available.

The adaptive cruise control is also spot on. Some can be somewhat iffish in their performance; here it’s accurate and silken in its adaptability to traffic flow. There is also a forward traffic alert that bings and flashes a note on the driver info screen to say it’s ok to move on.What About Safety?: In honesty, it lacks nothing. The GT-Line gets a 360 degree camera view, Blind Spot Monitor and Parking Collision Avoidance Assist, otherwise all grades have what’s expected. Blind Spot Collision Avoidance Assist, AEB with Forward Collision Warning (cyclist, pedestrian, car, and junction) and Rear Cross Traffic plus the mandated electronics are standard. There are also the usual front and side airbags, plus now a Front Centre Side airbag. Our friends at Practical Motoring described it as thus.

What About Warranty And Service?: Kia’s famous seven years warranty and unlimited kilometres is of course standard. Servicing over the seven years sees a maximum cost (unless there are issues outside the service boundaries) of $3,463, with the first year at $335, year four at $729 being the most expensive, with yearly or 15,000k intervals.

At The End Of The Drive. Reading social media can be a bit of an eye opener when it comes to the puerile and pathetic bias shown by some Australians towards Kia and sister brand Hyundai. Long gone are the days of basic, boring, cheap feeling looks and feel, replaced by European standard designs, and upmarket tactility. Ride and handling are world class, and especially tuned for Australia’s roads bring potentially better comfort, road holding, and quietness.

The 2021 Kia Sorento Sport+ is an absolute winner for families, with the perfect mix of features and convenience, driving styles, and all housed in those rugged good looks. As a bang for your buck and quality family conveyance, it’s hard to beat.