Holden Astra VS Kia Rio
- 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
- Punchy three pot
- Interior practicality
- Safety inclusions
- Actually needs paddle shifters
- Harsh, noisy ride
- Hard interior plastics
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|
It’s dark times in the world of small hatchbacks.
Once a strong segment in Australia’s market, safety, emissions, and logistics challenges have driven the price up on stalwart favourites (like the Toyota Yaris) and pushed many nameplates (like the Honda Jazz) out of Australia altogether.
So in this bleak scene, it’s a refreshing story to see Kia’s Rio soldiering on with minimal price increases and even a mild update for the 2021 model year.
Read More:Kia Rio S Auto 2021 Review
Is the top-spec and warmed over and top-spec GT-Line still a winner two years after its introduction? I took the keys for a week to find out.
|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.
The Rio GT-Line offers a great balance of spec and price, and a genuine warm hatch alternative in a shrinking segment where fun seems to come at a premium.
It’s nice to see the safety inclusions from this car start to make it across the range, but it is in danger of being left behind while the Suzuki Swift beats it on price and the Yaris beats it on safety.
Still, with this segment suffering from a case of shrinking options and runaway price tags, the Rio GT-Line is more appealing than ever, hence an increased score since last time I drove it.
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 Rio has been one of the more attractive offerings in this segment since the launch of this generation back in 2017, and this remains the case with the mildly updated GT-Line for this model year.
From the outside it is pretty much indistinguishable from last years model, but this isn’t a bad thing. I like its low profile compared to the Yaris or Swift, its angry face and tail accented by piano-black highlights, and its quaint little dual exhaust ports hint at a modicum of aggression.
The squared-off design elements, from the roofline to the light clusters offer a welcome alternative to the curvy style of the Yaris, Swift, and Mazda2.
Even the alloy wheels, which are again, unchanged, fill its wheel arches well, and nicely tie the Rio into Kia’s family of halo variants.
Inside has received a few updates from last year, now dominated by the relatively large screen, and elements like the upgraded climate cluster and sportier seats help lift its cabin ambiance.
The flat-bottomed wheel is a nice touch, as are the leather accented shifter and seat edges, but there is still an abundance of hard materials in the door trims and dash, as in the rest of the Rio range.
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.
For a hatch in this class, the Rio does very well. It has a huge interior space thanks to low-slung dimensions, a healthy width and a relatively tall roofline. This little hatch also carries the rest of the practicality philosophy from the rest of the Kia family, filling the cabin with bottle holders, nooks, and crannies for storing things away. There’s even a small console box and armrest which is rare but very welcome for this segment.
Front passengers are treated to large binnacle and bottle holder combos in the doors, a decent glovebox, a massive storage bin under the climate unit, with separate shelf housing the USB and 12v outlets.
On the downside there are no extra outlets in the console box, and the door trim is a bit hard on the elbows for long drives. The seats are manually adjustable only, but offer leagues of headroom and surprising width.
In the back seat it is a less positive story, with passengers benefitting from a large bottle holder in the door trim, the same comfy seat trim, but no adjustable air vents, power outlets, and just one pocket on the back of the front left passenger seat. There is no drop-down armrest. At least it’s roomy back there, with impressive legroom behind my own seating position and no lack of headroom either thanks to the low seats.
Boot space comes in at 325 litres (VDA) which is not just good for this class, but competitive with hatches in the next class up, so full points there.
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.
The goalpost here has well and truly moved. In 2019 one Honda executive told me “the days of cheap city cars are over”, and in the year since he has been proven to be well and truly correct.
Most base model small hatches are now close to or above $20,000, so it would appear the “$14,990” drive away era is history.
Where does this leave our Rio GT-Line? At $23,990 before on-roads (MSRP) it’s actually starting to look quite attractive. Especially since its key rivals are now the Suzuki Swift GLX Turbo ($25,290), Toyota Yaris Ascent Sport (auto - $23,630), and Mazda2 Pure (auto - $22,990). Of these options, the Yaris and Mazda2 are both base models with non-turbo engines, leaving the more expensive Suzuki GLX Turbo as the most direct rival.
Value-wise the Rio is pretty good and has had some significant additions for the 2021 model year. The headline ones include a larger 8.0-inch multimedia touchscreen (now with wireless Apple CarPlay and Android Auto), an upgrade from manual air conditioning to single-zone climate control, and finally three drive modes (which we asked for in our previous review) have been added.
Unlike the rest of the Rio range, the GT-Line has some much-needed active safety items, although there are still a few spec items missing which its rivals have. Keyless entry and push-start ignition (Swift, Yaris) are the big ones, and detract from this car’s halo variant positioning, but it also misses out on any higher-end stuff like leather seat trim, electrical adjust, or a digital dash cluster.
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 Rio GT-Line is the only Rio in the range to get the brand’s latest compact engine, a 1.0-litre turbo three-cylinder.
It has been refreshed for the 2021 model year with outputs now at 74kW/172Nm (down on power but up on torque).
It is still one of the best performers in this segment and far better than the ancient 1.4-litre engine which the rest of the Rio range gets.
It’s helped along, too, by a seven-speed dual-clutch automatic, compared to the hopeless four-speed in the rest of the range. The Rio 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.
The Rio’s fuel consumption sticker says 5.4L/100km which is a reduction on the pre-update car by 0.4L. Cars in this segment tend to overshoot by quite a bit, and our week long test of mixed freeway and urban driving returned a computer-reported 7.1L/100km. An overshoot, but this little car is quite fun to drive, so I’m inclined to forgive it.
It is also capable of drinking base-grade 91RON unleaded fuel, which is rare and welcome for a small capacity turbo like this. The Rio has a 45-litre fuel tank.
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 Rio GT-Line offers a warm-hatch experience, both the good and the bad. On the less good front for city dwellers, the large alloys, thin rubber, and firm ride conspire for a bit of a crashy and uncomfortable ride behind the wheel on less impressive road surfaces.
The dual clutch is sometimes a bit glitchy at very low speeds, but otherwise behaves largely like a torque converter. This is admirable from a drivability point of view, but it also isn’t as snappy as a VW group transmission.
The three-cylinder turbo experiences a moment of lag, but hits with a healthy dose of torque early, helping the Rio offer a much more exciting and engaging drive than almost every other car in this segment.
The firm ride, relatively wide and low dimensions, and responsive engine makes the Rio quite a connected little car in the corners but this brings up the issue of its steering, which has been changed for the 2021 model year.
The steering in the previous iteration of this car was decent if a little firm, but in this new version there are wild changes depending on your drive mode. Oddly it seems to be the inverse of what you might expect. ‘Eco’ and ‘normal’ mode have the steering feeling overly firm, while sport mode frees it up and gives it a much more darty and direct feel.
In fact, after trying out every mode, Sport with its faster accelerator response was the only one I’d want to drive it around in every day. It was by far the best for shooting down alleyways and the steering even made it a bit easier for manoeuvring at lower speeds. One thing I will note about this sport mode though, is it has the habit of making the dual-clutch automatic hang around in gears for slightly too long.
Visibility out of the Rio is great, and its tight dimensions and impressive rear vision camera make for easy parking, even in the smallest spots. It even has a start-stop system which is thankfully so quick you'll forget its there.
Where does it sit amongst competitors? It’s not quite as smile-inducing as the Swift Sport, but offers more feel than the GLX Turbo. It also doesn’t have the refined chassis feel of the new Toyota Yaris but easily beats it on fun-factor.
It’s the blend of attitude, price, and practicality which is a real win for this car, slotting it in nicely amongst its competitors.
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.
All Rios carry a five-star ANCAP safety rating since 2017, but this rating was before ANCAP required active safety items for a maximum rating.
The base Rio S misses out on many active safety items, but the latest update has brought a complement of active safety items to the Sport grade. Included is auto emergency braking with forward collision warning, lane keep assist with lane departure warning, and driver attention alert.
Still absent are blind spot monitoring, rear cross traffic alert, and adaptive cruise control – rare features for the segment, but if anything, the expensive Toyota Yaris has raised the bar in this department.
Elsewhere the Rio gets six airbags, the expected electronic stability, brake, and traction controls, as well as hill start assist and dual ISOFIX and three top-tether child seat mounting points across the second row.
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.
Kia has become known for its seven year and unlimited kilometre warranty which is rivalled in this segment only by the MG3 which has a matching promise, and is even out-done by the Mitsubishi Mirage, although this car will reach the end of its life in Australia shortly.
Service pricing is capped for the life of the warranty. The Rio needs to visit the shop once every 12 months or 10,000km, whichever occurs first, and prices per visit vary between $285 to $625.
These work out to a yearly average of $457 which is surprisingly not cheap when lined up against some rivals.