Holden Astra VS Kia Picanto
- Sedan's comfy and composed ride
- Hatch's beautiful styling
- Aussie tuning for sedan and hatch
- No AEB in sedan
- Hatch's storage could be better
- Sedan's rear headroom limited
- Excellent value
- Seven year warranty
- Makes the most of its size
- S feels a bit basic still
- Both transmissions have drawbacks
- Barren back seat
There are two types of people in this world*. Those who like hatchbacks, and those who prefer sedans.
We're not making any judgments. If you're a sedan fancier, it's your business, and hatchbacks have their leagues of loyalists, too. Whichever way you lean, Holden hopes it has something to please you with hatch and sedan versions of its Astra small car.
This is the mothership of Astra reviews, taking both the hatch and sedan into account to help you make a better decision.
|Engine Type||1.4L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Kia Picanto is not only one of the smallest brand new cars you can buy in Australia, it’s also one of the most affordable.
Despite that though, the Picanto and cars like it are becoming an increasingly rare breed in Australia.
Read More:Kia Picanto 2021 review: S snapshot
This is partially because manufacturers are finding it increasingly hard to bring small cars to our relatively remote country with our more stringent safety requirements.
But, it’s also consistently true that what might work on the streets of Seoul or Tokyo might not necessarily translate well into the vast expanses of Australia.
But if you are just sticking to a metro capital, isn’t a car like the Picanto all you really need? To find out we’ve driven the updated-for-2021 Kia Picanto range. Read on to see what we made of it.
|Fuel Type||Regular Unleaded Petrol|
The Astra sedan is a different car to the hatch – but then it's really aimed at different people, perhaps more mature ones. I mean, one of the sedan's paint colours, 'Old Blue Eyes', isn't available on the hatch. This could be a hint.
Either way, the sedan could be a better pick for you because of its more comfortable ride, extra rear legroom and bigger boot.
The hatch is a much better looking car. It's also more refined and stylish inside and out. The hatch comes with a more powerful engine and better handling, but its ride is not as comfortable as the sedan's.
As for the sweet spots for each range. For the sedan it's the LS+ with its great safety equipment at a good price. For the hatch line-up, it's the RS because it comes with the larger 1.6-litre engine, advanced safety equipment, and many of the features on the top-spec RS-V, which is $4500 more.
*But wait, there really are more than just two types of people in this world. There are wagon people, too. And Holden will soon have that covered when the Astra Sportwagon arrives by the end of the year. And that one looks a lot like the hatch.
Are you a hatch or sedan person? Lets us know what you think in the comments section below.
Really when you boil everything away, the Picanto is probably all the car you need around one of Australia’s capital cities. This little car is brilliantly equipped on the multimedia front, is smartly packaged with a long warranty, and even offers a decent drive experience too.
It’s the lack of a compelling intercity drive experience that will really stop it from being the kind of car most Australians want. But as a second car or daily runabout, it’s hard to fault.
Our pick of the range is the S auto for its supreme value and better ride quality.
Holden has performed cosmetic surgery to bring them closer together, but they still look like distant cousins at best.
Let's focus on the hatch first. This seventh-generation car looks damn good, but it's near impossible to identify the different levels. The easiest way is to look at the wheels (design and size), while the RS has shiny metal blades on the grille, and the RS-V gets that, plus the same trim around the windows for a posher look.
The cabin is also good looking, but regardless of grade, doesn't have the premium feeling the car's exterior looks suggest. Don't get me wrong, the RS-V's interior is cool and stylish, but the use of glossy plastics and a lack of contrasting colour cheapens the vibe.
All Astra hatches have the same dimensions - 4386mm long, 1807mm wide and a height of 1485mm, which is a smidge longer than the Corolla and a bit shorter than the Mazda3. The RS-V auto is the heaviest at 1363kg.
Now the sedan. Holden has styled the front to look more like the hatch but I don't think it's fooling anybody.
The sedan's cabin is also different to the hatch's. We're talking completely different, from the steering wheel to the temperature controls. I'm more of a fan of the hatch's interior styling than the sedan's relatively basic look.
The sedan is 30cm longer than the hatch at 4665mm end-to-end, it's shorter in height though, standing 1457mm tall (-28mm), but is exactly the same width at 1807mm across.
The Picanto is a fun little thing to look at. I even like how plain the base car is with its dorky 14-inch steel wheels and flat paint, but the Picanto really stands out as a true city car in a segment that barely exists anymore.
Japanese manufacturers (for safety or price reasons) don’t bother to bring cars like this to our market, so it’s unique to see something that literally exudes its practical boxy aesthetic rolling around our streets.
While you can option the S in ridiculous colours, the GT-Line really brings a bunch of attitude with its over-the-top angry face, slicker-than-they-should-be alloy wheels, and nicer interior treatment. It’s streets-of-Asia kerb appeal won’t be for everyone I suppose, but you’re left with few options in this class.
The interior is, as you might imagine, full of hard plastics. This is especially noticeable in the base S which misses out on soft surfaces for your elbows – a pain (literally) on longer journeys.
Both specs excel with that massive touchscreen and bright multi-function cluster to bring a bit of wow-factor compared to rivals.
The dash design and simple but effective steering wheel help the Picanto feel like it’s no less a part of Kia’s increasingly design-led range with tastefully applied silvers and gloss finishes.
This could be the clincher if you're wondering whether the hatch or sedan is roomier. And the answer may not be the one you expected.
So, in one sentence, the Astra sedan has more rear legroom, but less rear headroom than the hatch, while the sedan's boot is bigger, but I'd pick the hatch if I was using it to move house.
The first bit makes sense. The sedan has a longer wheelbase, meaning more legroom for passengers in the back. Even me, and I'm 191cm tall. In the sedan I still have about 5cm of space between my knees and the driver's seat set to my position, but I can only just squish my knees in when I'm in the hatch.
But in a cruel twist of design fate the roofline of the sedan is lower than the hatch's, and my head skims the ceiling.
The sedan's 445-litre boot is 85 litres bigger than the hatch's (360L), but I'd choose the latter to move house because it has a larger cargo opening. Fold the hatch's back seats down and you could slide a coffee table in, which is not going to happen in the sedan.
The sedan has better cabin storage areas, with four cupholders (two up front and two in the back), bottle holders in all the doors, and a decent-sized centre console storage bin. The hatch gets bottle holders in all the doors, and while there are two cupholders there aren't any in the back. The hatch's centre console bin is small, but there is a driver's side pull-out bin.
It should be clear from the outside that the Picanto is all about maximizing the use of its tiny footprint, and from the inside that goal has been achieved.
You’ll notice immediately from the driver’s seat how big the Picanto’s tall roof makes the interior feel. You do sit quite upright, and there’s no telescopic adjust for the steering, but I had no trouble finding a comfortable seating position regardless.
Kias generally have plenty of cabin storage, and the brand has done what it can with the space available in the Picanto. There are small binnacles in the doors with a decent bottle-holder, several small binnacles on the transmission tunnel, with a modest console box in the GT-Line, and a two-tiered shelf with neat flip-out cupholders under the air-conditioning controls.
Connectivity on offer includes a single USB port and 12-volt outlet for front passengers.
Hopping in the back seat is a much better experience for an adult than you might imagine. If you look at the Picanto in profile, it’s clear the brand has maximized the amount of aperture space for the doors, as they take up so much of the car’s diminutive length. This helps the rear seats be 90 per cent as easy to get into as the front ones.
Sitting behind my own driving position, I was pleasantly surprised to find airspace for my knees, and the same tall roofline made ensured there were no issues for my head either.
One area you will suffer in the rear row is a lack of amenities. There are no power outlets, cupholders, or adjustable vents, regardless of variant.
The boot comes in at 255 litres, which doesn’t sound like much, but is on par with the slightly larger Mazda2. I found much of that quoted number is useful, too, as the boot would eat the largest (125L) CarsGuide travel case with a little extra room to spare on either side. A space-saver spare wheel even lives under the boot floor on every grade.
Price and features
Let's start with the hatchback. There are three grades of Astra hatch: the entry-level R lists for $21,990; then there's the mid-spec $26,490 RS, and at the top-of-the-range is the RS-V for $30,990. These are all prices with a manual transmission, and it's another $2200 on top if you want an automatic. There's a sort of bonus level, too – the 'R+' which is an R with advanced safety equipment, but costs $1250 more.
There are three grades to the Astra sedan range, too – but wait, they don't align with the hatch line-up, and even have different names.
The sedan kicks off with the LS spec at $20,490, if you opt for the manual gearbox, or $21,490 for the auto. Standard features at this level include 16-inch alloy wheels, auto headlights, a 7.0-inch touchscreen with reversing camera, Apple CarPlay and Android Auto support, as well as rear parking sensors.
There's an 'LS+' grade for another $1250 which adds advanced safety equipment, LED daytime running lights and a leather steering wheel.
The $25,790 LT gets all of the LS+ features and adds 17-inch alloys, an 8.0-inch touchscreen, proximity unlocking, auto parking, sat nav and rain-sensing wipers.
At the top of the pile, the $29,790 LTZ has all of the above, plus 18-inch alloy wheels, sunroof, climate control air con, and heated, leather-trimmed front seats.
Depending on the grade, the hatch costs $1000 to $2000 more than the sedan.
Like its size or not, the Kia Picanto is a relatively rare offering which is also great value. The base S, for example, starts from just $14,390 before on-road costs, which makes it the second cheapest brand new car on sale in Australia (pipped, just, by the soon-to-be discontinued Mitsubishi Mirage ES).
Imagine how taken aback I was to discover that this incredibly affordable little car has wireless Apple CarPlay and wireless Android Auto (an Australian first) on its giant 8.0-inch touchscreen. Amazing. This is a feature we were surprised came on a $50k Audi Q3, and here it appears on what could soon be Australia’s cheapest brand-new car.
The base S also has ‘upgraded’ (but still dull) halogen headlights, and a full colour multi-function display in the dash cluster. The same cloth seats, 14-inch steel wheels, plastic steering wheel, and basic air conditioning also feature.
Next rung up is the GT-Line starting from $16,140. It gets re-designed and more aggressive styling front and rear, a set of upgraded projector headlights and LED DRLs, 16-inch alloy wheels, a better interior treatment including gloss finishes, soft-touch surfaces, as well as a leather bound wheel and leather-look seats, alloy pedals, and a centre console box.
A somewhat antiquated four-speed (torque converter) automatic transmission can be optioned to replace the standard five-speed manual at a $1600 premium on either variant.
Both cars also get a decent safety suite (with a caveat) explained later in this review, and as always this car’s lengthy seven-year warranty is a major draw.
The top-spec GT manual will also return later this year at $18,990 and will include a slightly revised 1.0-litre three-cylinder engine and five-speed manual at $18,990. Final spec hasn’t been locked in for this halo variant, so stay tuned for a single car review when it becomes available.
How does the Picanto compare to rivals other than the Mirage? You could compare it against the increasingly popular MG3 Core (auto-only from $17,190) or similarly-sized Suzuki Ignis GL (from $16,960).
Engine & trans
The Astra hatch comes with a choice of two petrol engines. A 110kW/245Nm 1.4-litre four-cylinder turbo powers the R grade, and a 147kW/300Nm 1.6-litre turbo four sits in the RS and RS-V.
All Astra sedans come with just the 1.4-litre engine.
Buyers have a choice of a six-speed manual (when paired with the 1.4-litre engine torque is 240Nm) or six speed automatic.
CarsGuide test pilot Stephen Corby drove the Astra R grade and pointed out that Holden notes a 0-100km/h time for the base car of "n/a", which pretty much says it all, while our RS and RS-V hatch drivers, including me, found the 1.6-litre to have good acceleration (claimed 0-100km/h in 7.8s).
The six-speed auto in the RS-V hatch is slow and emotionless, while the six-speed manual's short gear ratios keep the turbo going hard.
When it comes to the sedan engine, that 1.4-litre, while competent, doesn't impress the socks off me. But (with socks still well and truly on) it does suit the nature of the sedan far more. The hatch needs a gruntier powerplant to suit its sporty styling and firmer suspension. Lucky there's a 1.6-litre that delivers more mumbo.
The S and GT-Line continue to be powered by the same 1.25-litre four-cylinder non-turbo petrol engine with outputs of 62kW/122Nm. While not an impressive number to quote, it’s about right for something this size and weight.
This engine can be paired to either a five-speed manual or throwback four-speed torque converter automatic.
The GT will offer more oomph with a 1.0-litre three-cylinder turbo providing a punchier 74kW/172Nm, although it's only offered with the five-speed manual. The Picanto range is front-wheel drive only.
First the hatch. Sure, the 1.4-litre engine is the least powerful but it also uses less fuel, with Holden's claimed combined cycle figure being 5.8L/100km in manual and automatic. The 1.4-litre also only requires cheaper 91 RON fuel. The 1.6-litre engine needs 95RON, and the official figure is 6.5L/100km in the manual and 6.3L/100km for the auto. You'll 52 litres of it to fill the tank.
These are low claims and the stop-start tech would help achieve those figures. Our own driving found real-world consumption is higher, with the RS recording 8.6L/100km on the dash computer, while the manual RS-V scored 7.1L/100km.
After 250km in the RS-V auto the trip computer was reporting 10.2L/100km. I also found the fuel gauge needle moved towards empty faster than rivals I've driven. I don't think the Astra's efficiency is the core issue here, more my driving style, and it could be down to the Astra's 48-litre fuel tank, which is three litres smaller than the Mazda3's, and two litres less than the Corolla and i30's.
The sedan returns similar mileage, with official (combined cycle) fuel consumption for the manual sitting at 5.8L/100km, and the auto at 6.1L/100km. The trip computer in our automatic LS reported 8.2L/100km after a little more than 100km of country road driving.
Old engine tech means not particularly impressive fuel figures. At least, that’s what I found after testing the S manual and GT-line auto back-to-back over two weeks.
Official combined cycle figures have the five-speed manual S (as tested) consume 5.0L/100km, while the GT-Line auto is claimed to sip 5.8L/100km.
Our real-world figures over city, suburban, and freeway kays saw the manual S return 6.4L/100km and the auto GT-Line slip to 7.5L/100km
Those numbers are by no means a deal breaker, given they're not much higher than the claim, but hatchbacks a full size larger than this with 2.0-litre non-turbo engines can deliver equal or better real-world consumption.
The Picanto’s tiny 35-litre fuel tank needs to be called out. This car may be a fuel sipper, but you'll still be refueling with annoying regularity.
Three CarsGuide reviewers drove three different versions of the Astra, and it's pretty clear the R didn't impress in the same way the RS and RS-V did. While the chassis felt great, the issue was put down to the 1.4-litre engine, which had to work hard while the automatic droned on.
I took the RS-V on my 150km country road test loop and found the chassis to be taut and well balanced, and by the feel of the firm dampers, set-up for more sporty driving and handling rather than comfort.
The RS-V's 18-inch rims, with low-profile 225/40 R18 92W Bridgestone Turanza rubber mean you'll feel almost every crack and bump in the road. Great grip, but the ride isn't comfortable.
The six-speed automatic doesn't match the 1.6-litre engine's perky personality, in that it's slow to change gears. Shift paddles on the steering wheel would add more connection to the driving experience.
Vani's RS-V was a six-speed manual and she loves how quickly that gearbox responds. All all our testers agree the steering is accurate, but artificial and light, although the sport mode gives it more weight, along with changing the throttle response to be sportier.
While the hatch has sporty styling and a firmer ride, Holden has tuned the placid-looking sedan's suspension to be comparatively supple. It's a far more comfortable drive.
I had seat time in each grade. The LS with the manual is the most enjoyable to drive - shifting is easy, the gear ratios are nicely spaced and I could get more out of that 1.4-litre engine.
Being tall and all arms and legs, I found I had to drive with the middle armrest up – my elbow kept bumping into it otherwise when shifting. The clutch also has a high return position.
The auto-only LT and LTZ ride just as comfortably as the LS manual. Steering on all grades has been tuned for Australian roads, and it feels accurate, well weighted and smooth. I've driven far fancier cars with steering that isn't anywhere near this good.
Cabin insulation is also impressive in the sedan – the hatch on the other hand has a fair bit of noise intrusion.
And that engine? Well, you're not going to win any drag races, but the comfortable ride and smooth steering, combined with looks that don't promise land speed records means it's far more suited to the sedan than the hatch.
Even with two well fed Holden employees and myself on board, the sedan didn't once feel like it was running out of puff, even on steeper hills.
The Astra sedan doesn't have the handling ability of its hatch sibling, it also has a ridiculously large turning circle of 11.9m (the Mazda3's is 10.6m), but it just skims in at seven out of 10 thanks to that great steering feel, and well-tuned suspension, keeping the ride comfortable and composed.
The Picanto offers a pretty straightforward driving experience, which is a plus in a car this simple.
The 62kW 1.2-litre engine in both our test cars proved peppy enough for the Picanto’s weight. It won’t set any hearts on fire, but I think it’s more than adequate for the task at hand.
The basic transmissions threw up a few typical issues. The four-speed auto is particularly transparent, lurching through each gear with little panache. The lack of ratios on offer makes accelerating in the auto a noisy, thrashy experience, and it’s evidently not the best for fuel consumption, either.
The manual meanwhile proves a bit better for keeping the revs in check with its extra gear, but has a simple and somewhat sloppy action, which makes switch cogs yourself a less than 'sporty' experience.
The ride is locally tuned, although I found it most compliant in the base S with its larger tyres. The 16-inch sporty wheels on the GT-Line increase cabin noise and ride harshness significantly.
Neither car was quiet above that 80km/h freeway mark, in terms of road and engine noise (with the 1.2 running at 3000rpm at 100km/h on the flat) making for predictably raucous inter-city drives.
I found the steering to be surprisingly direct and full of feel, giving the Picanto at least a little spark of entertainment for driving around city streets.
The Picanto also has to be one of the easiest cars in Australia to park. Visibility is fantastic all-round, and you’ll fit in pretty much any spot you can find. GT-Line owners will need to keep an eye out on those giant alloy wheels, however.
The R+ hatch adds a safety pack which includes such as AEB and lane keeping assistance.
The LS+ sedan is $1250 more than the LS and comes with suite of safety gear including lane keeping assistance, lane departure warning and forward distance indicator.
You'll find two ISOFIX mounts and three top tether points for child seats across the back row in the sedan and hatch.
The good news here is the Picanto impresses with standard city-speed auto emergency braking and forward collision warning regardless of variant chosen.
That’s great, and puts it ahead of its main rivals, the MG3 and Ignis but annoyingly that’s where the active items stop.
Interesting, given in its Korean home market the Picanto scores rear cross-traffic alert, lane departure warning, and driver attention alert.
Passive items include two ISOFIX and three top-tether child-seat mounting points (good luck getting a third child seat in the rear row), six airbags, and the usual electronic stability and traction controls.
The Picanto carries a four-star (from a possible five) ANCAP safety rating as of 2017.
The Astra hatch and sedan are covered by Holden's three-year/100,000km warranty.
Servicing is recommended every 15,000km or annually. The Astra also comes with Holden's life-time capped-price servicing. You'll pay $229 for each of the first four services, then $289 each for the next three before stepping up higher as the car ages.
Like all Kias the Picanto carries that famous, class-leading seven-year/unlimited kilometre warranty promise, rivalled in this segment only by the MG3 which now has a warranty of the same length.
Service pricing is capped for the life of the warranty and varies from $269 to $565 per yearly (or 15,000km, which ever comes first) interval, for a surprisingly expensive average yearly spend of $389.42.